Flying on the Cheap - Instruments

[[email protected]]

To All:

Recently a fellow discovered my post about flying on the cheap (Oct
2001) and got so excited he had to give me a call. Although he
wasn't quite ready to begin building, my article convinced him to
take the plunge. As his first step toward building an inexpensive
flying machine he'd purchased the first of the instruments he
planned to install in it.

A clock. One that cost nearly $200.

I stared at the telephone for a minute then hung it up and went back to
work. In terms of flying on the cheap, two hundred bucks is enough for
a fuselage or a set of wings. Common sense is remarkably uncommon
stuff in the world of aviation.

Flying on the Cheap means VFR-Day; the epitome of fair-weather flying.
No IFR timed turns nor precision descents into the murk. And the odds
are, you already own a perfectly good clock for that kind of flying.
In fact, it's probably strapped to your wrist right now.

The same is true with regard to your altimeter. VFR-Day you can SEE
the terrain. Your only need for an altimeter is to ensure vertical
separation and avoid the bureaucratic wedding cakes and for that you
don't need a precision instrument. A cheap 2" altimeter - - the kind
from J.C.Whipme that reads fifteen thousand feet in one turn of the
dial is more than good enough.

Ditto for your Magnetic Heading Indicator, which most folks call a
compass. A good car or small boat compass, such as the adjustable
jobbie made by Sherrill, costs less than ten bucks. (*) Accuracy-wise,
once you swing the plane, remember east is least and fill out the
correction card, the Sherrill is about as good as a B-16 although its
card is marked only in ten degree increments. Most aviation compasses
are marked every five degrees but here again, we're talking Flying on
the Cheap and VFR-Day. You're not Lindy hopping the pond nor heading
for thirty seconds over Tokyo, you're slip-sliddin' your way over
to Joe's to shoot a few landings, getting in your ten hours a month
so aren't a hazard to the rest of us.

If your inexpensive home-made flying machine has a strut-braced wing
you may not even have an ASI in the panel, falling back on the simple
air speed indicator Wilbur made for the Wright 'Flyer.' (And if
you don't know what that was, you should.)

Which isn't to say that flying on the cheap means flying on the
stupid. See that fishing vest hanging on the back of the door?
That's my Flying Costume. No silk scarf nor sheep-skin jacket but it
does happen to include an inexpensive GPS unit along with a cheap
'ramp' radio. Not rock-bound; a modern, programmable 720 channel
aviation communications unit. Since flying on the cheap often means
flying without an electrical system, each unit is complete with its
battery pack and external antenna. And if you'll take a closer look
at that set of cheap Harbor Freight ear-muffs hanging by the vest
you'll see it's actually a Flying-on-the-Cheap head-set that works
jus' fine, thanks - - even though it cost me the best part of a
twenty dollar bill.

The point here is that poking around southern California under VFR-Day
conditions does not mean equipping your aircraft for a full-stop at
LAX. But neither should it preclude that possibility. Indeed, going
ANYWHERE in southern California under visual flight rules mostly means
keeping the hell out of everyone's way. That dictates the need for
good lights, good communications and knowing where you are at all
times. That's where the GPS unit comes in. It can tell me my
altitude and ground speed faster and more accurately than I can figure
it out for myself, even a whole panel full of expensive dials, an E6-B
and forty years of experience.

Alas, as soon as you mention radio and GPS it sounds as if you've
torpedoed the whole idea of flying on the cheap. But unless you live
in one of the square states, having GPS and comm capability is the
reality of General Aviaition in today's America. Not because you
need it to get where you're going; you need it to keep from becoming
a hood ornament on some Part 135 hot-rod whose arrivals and departures
from local airports has a lot in common with FEMA following a
hurricane.

Trust me here, you really do need the GPS, and once you have it you can
toss about a thousand bucks worth of steam gauges in the trash. But if
you have a seriously bad day, you'll still need to get the bird home.
That's where the car compass and altimeter comes in handy. And like
I said, you've already got a clock.

-R.S.Hoover

(*) American Science & Surplus

[Montblack]

wrote)
> Trust me here, you really do need the GPS, and once you have it you can
> toss about a thousand bucks worth of steam gauges in the trash. But if
> you have a seriously bad day, you'll still need to get the bird home.
> That's where the car compass and altimeter comes in handy. And like I
> said, you've already got a clock.


My 1994 Dodge Grand Caravan has a digital readout (N, NE, E, SE, S, SW, W,
NW) compass and an extremely accurate digital OAT thermometer - in a console
above the windshield.

The real-time fuel burn (mpg) is fun to watch while driving - if I select
that mode.

How does my minivan's compass work?


Montblack

[Ron Webb]

"
> How does my minivan's compass work?
>
>
> Montblack
http://www.madsci.org/posts/archives/dec2001/1008465336.Eg.r.html

[Ron Wanttaja]

On Sun, 19 Feb 2006 20:13:14 -0900, "Ron Webb" > wrote:

>
>"
>> How does my minivan's compass work?
>>
>>
>> Montblack
>http://www.madsci.org/posts/archives/dec2001/1008465336.Eg.r.html

I once tried out an aftermarket auto compass/altimeter in my Fly Baby, with
mixed results:

http://makeashorterlink.com/?C18C25975

Ron Wanttaja

[Chris Wells]

I use a variometer/altimeter made by Flytec, for hang gliding. I can velcro it into anything I fly. It cost me $300 used; I've seen some available for around $100.

[Flyingmonk]

:^)

The Monk

[wright1902glider]

I'm startin' with a vario. The FlyTec looks like a pretty good unit,
but I havn't tested it myself. I don't recall the brand attached to the
trainer-wing on my tandem flights a few years back, but it worked quite
well. It had both an audible and visual display for altitude, and made
all sorts of cool "Ur' goin' up like John F***ing Glenn" noises when I
hit the ridge lift.

Most of the new varios are a combo GPS / compass unit that will allow
you to input dozens of waypoints for flying XC, if you're so inclined.

When I took my training courses in HG, the instructor told me to feel
the wind on my face, and use that to judge airspeed. When he pitched up
hard, I knew way before the wing stalled that there wasn't enough wind
to keep flying. Maybe not technical enough for powered machines, but a
vario should have an ASI in it, and if it doesn't, Hall Brothers makes
a low-speed one for about $20. Yep, it looks like a red thingie inside
a test-tube. I'm assuming, of course, that you didn't spend extra $$$
on anything silly like an enclosed cockpit on your Poorboy Pober.

Please note: a Richard animometer (sp?) reads about 10% low versus the
fixed unit at the Lifesaving Station ...according to Wilbur's notes.
Also, the yarn should be centered between the front ruder supports when
launching from the Grand Junction Railroad.

Harry "Wright Brothers Geek" Frey

[Richard Riley]

RS, it pleases me greatly when I find I've come to the same conclusions
as you.

I'm just finishing work on a cheap slow flier. It's a departure from
standard, at least for the wing, so I've overengineered the safety side
(BRS, 5 point harness and a pilot's parachute). But for
instrumentation, I'm minimal. Handheld GPS and com (since I'm in the
busy traffic of So Cal, I'm addicted to com)

EGT and CHT for the single cylender 2 stroke. RPM. Fuel level is
visible. Altimiter - So I can get a good idea of rate of climb.
Airspeed is a plastic tube with a red plastick floatie disk. That's
it.

OTOH, I have the Uber Panel in the expensive fast flier. Two missions,
two solutions.

[Richard Lamb]

Richard Riley wrote:
> RS, it pleases me greatly when I find I've come to the same conclusions
> as you.
>
> I'm just finishing work on a cheap slow flier. It's a departure from
> standard, at least for the wing, so I've overengineered the safety side
> (BRS, 5 point harness and a pilot's parachute). But for
> instrumentation, I'm minimal. Handheld GPS and com (since I'm in the
> busy traffic of So Cal, I'm addicted to com)
>
> EGT and CHT for the single cylender 2 stroke. RPM. Fuel level is
> visible. Altimiter - So I can get a good idea of rate of climb.
> Airspeed is a plastic tube with a red plastick floatie disk. That's
> it.
>
> OTOH, I have the Uber Panel in the expensive fast flier. Two missions,
> two solutions.
>

I guess I'm a hard headed old coot. (well, DuH!)
I simply won't fly a two-stroke without an EGT.

Problem, though, is that the EGT runs so (you favorite explicative) high
anyway that a micro seizure can put it over the limit in a mater of seconds.
You'd almost have to be staring at it to notice a needle or two width jump.
Specially on the little 2: gauges with a short swing!

I've always wanted to ask Jim if there was a simple circuit that could
monitor the EGT and notice the RATE of increase that would indicate a pending
problem rather that an already existing one. Maybe blink a light, ring a
bell, or apply electric shock as needed?

Jim, anything in you S&M cap that might work here?

Rich(OUCH)ard

[Stealth Pilot]

On 19 Feb 2006 20:13:36 -0800, wrote:


>
>A clock. One that cost nearly $200.
>
>I stared at the telephone for a minute then hung it up and went back to
>work. In terms of flying on the cheap, two hundred bucks is enough for
>a fuselage or a set of wings. Common sense is remarkably uncommon
>stuff in the world of aviation.
>
>Flying on the Cheap means VFR-Day; the epitome of fair-weather flying.
>No IFR timed turns nor precision descents into the murk. And the odds
>are, you already own a perfectly good clock for that kind of flying.
>In fact, it's probably strapped to your wrist right now.

I agree with all you write however....

my tailwind is gloriously day vfr. not a spare anything except for one
item.
my aircraft also has one of the old vacuum (or is steam) cessna black
and white artificial horizons.

that single instrument has saved my life three times now.
I dont fly stupidly but I do fly as often as I can all year round.

I have been caught 3 times in 6 years.

once we were out a mile from the airfield enjoying the canyons between
those glorious white fluffy clouds that just hang there is the same
position for hours at a time. truely glorious flying!
a wind change zippered up the canyons at about 150knots.
I was turning away from a zipper in a steep turn when we were engulfed
in the white opaque stuff.
1,000ft and 60 degree angle of bank seemed like tinsel town at the
time but the AH got me out safely.

a crack of dawn flight to photograph the turquoises and azures of the
local coast as only the early sunlight reveals caught me the next
time. I could see the far island quite clearly but a check below for
the coastline revealed nothing ...nothing at all. everything had
vanished. the engine started icing about then and a dive for the carby
heat and a crack open of the throttle and all was well again.
then the far island vanished as well.
a quick look around showed that in fact everything had vanished.
a check with the local tower had them call back cavok and visibility
unlimited. a question to them as to why my visibility unlimited was so
damn opaque revealed nothing. (they were only 3 miles away)
evidently a sea mist had formed around me.
a 180 and 5 minutes on the AH had me back into transparent air again.

the third occasion was a rainshower. never saw it coming and the fine
mist made the windscreen a frosted glass portal to the world.
the AH saw me through again until it eventually cleared.

I agree with all you write about cheap flying, however if as a result
of the economy you fly frequently then sure as apples you'll end up in
the situation where an Artificial Horizon will save your bacon.

Stealth Pilot
western australia

[RESO / Claude GUTH]

Hi everybody,

I think one can build a complete glass cokpit avionics system starting at 1
000 $ and not more than 3 000 $ for a fully doubled complete version.

I've started an open source project :
http://openavionics.sourceforge.net/
http://sourceforge.net/projects/openavionics/ (downloads)
so every body can take plans and build his own system.

The bad news is it won't be ready until 2/3 years.

[Peter Dohm]

>
> I have been caught 3 times in 6 years.
>
I also live in an area where the weather changes while you watch, and can
really astound you when you look away and then look back Therefore, I
completely agree with your attachment to your vertical gyro--my only caveat
being that someone less current on instruments might get more imediate help
from a turn-and-slip.

However, I hope that you are wearing your flame-proof skivies!

Peter

[RST Engineering]

Sadism & Machochism?

The problem resolves itself to dicking around with a thermocouple probe that
puts out millivolts and then picking out the microvolt rise that indicates a
rate increase. Can it be done? Sure. Easily? Perhaps. Trivially?
Probably not.

The second problem, generated by the first, is simulating such a rise and
setting the trigger in the simulation. I'm presuming that you don't want to
sacrifice an engine to calibrate the rascal. Then the question becomes,
what rate do you want to trigger? One degree a second? Ten? A hundred?
Or what rise over what time are you interested in?

Form the problem and I'll try and come up with a solution.

Jim

>
> I've always wanted to ask Jim if there was a simple circuit that could
> monitor the EGT and notice the RATE of increase that would indicate a
> pending
> problem rather that an already existing one. Maybe blink a light, ring a
> bell, or apply electric shock as needed?
>
> Jim, anything in you S&M cap that might work here?
>
> Rich(OUCH)ard
>
>
>
>

[Don W]

Richard Lamb wrote:


> I've always wanted to ask Jim if there was a simple circuit that could
> monitor the EGT and notice the RATE of increase that would indicate a
> pending
> problem rather that an already existing one. Maybe blink a light, ring a
> bell, or apply electric shock as needed?
>
> Rich(OUCH)ard

That electric shock might be a good last warning that you are about
to land wheels up. Just short one of the magnetos to a plate under
the pilots seat until the revs increase, or the wheels come down ;-)

For those that argue that you might be purposely landing wheels up,
I'd add that it would be a good reminder to kill the engine before
attempting a belly landing ;-)

Don W.

[Richard Lamb]

RST Engineering wrote:

> Sadism & Machochism?
>
> The problem resolves itself to dicking around with a thermocouple probe that
> puts out millivolts and then picking out the microvolt rise that indicates a
> rate increase. Can it be done? Sure. Easily? Perhaps. Trivially?
> Probably not.
>
> The second problem, generated by the first, is simulating such a rise and
> setting the trigger in the simulation. I'm presuming that you don't want to
> sacrifice an engine to calibrate the rascal. Then the question becomes,
> what rate do you want to trigger? One degree a second? Ten? A hundred?
> Or what rise over what time are you interested in?
>
> Form the problem and I'll try and come up with a solution.
>
> Jim
>

I see your point, Jim.
I guess the "rate" suggestion is a non-starter as it would also likely vary
considerably between engine types.

Dropping that one and looking at it as a max limit indicator would still
require rather delicate calibration, but would it be more do-able then?

The Leaf catalog doesn't mention EGT limits for the Rotax engines.
I would think a trip point just below MAX EGT (~1100 ~1200 degrees F).

There is also the issue of how and where the EGT probes are installed.
A little closer to the exhaust port will read higher and vice versa.

I dunno, Jim. I'd really like to have something like this (that works!),
but maybe I'm asking for too much?

Richard



There's been a lot of "strangeness" on the net the last few days.
Lot's of 404s and "cannot decrypt document" errors.
Is it me, or the weather still causing problems?

But this one did work...582 max egt = 1200F
FilePath=upload/techdocs/2004611123380.HM11_2.pdf

[Smitty Two]

In article et>,
Richard Lamb > wrote:


>
> I dunno, Jim. I'd really like to have something like this (that works!),
> but maybe I'm asking for too much?
>
> Richard
>
>

When recumbent bike guy was in here, we talked about curing ovens for
composites, and that brought up temperature control units. Those things
use rate of change to avoid temperature overshoot by scaling back power
as the set point is approached.

You do something analogous to this every time you take your foot off the
gas and then begin to brake gently, as you approach a stop sign.

But, the point is, I think you might be able to find an off the shelf
solution. There's nothing terribly sophisticated about a speedometer. In
this case, you want to measure something like degrees per minute instead
of miles per hour.

[Lou]

You mean something like this?
Cabelas.com Item # :IG-521411 or
jcwhitney.com # ZX133955X

[Richard Lamb]

Smitty Two wrote:

> In article et>,
> Richard Lamb > wrote:
>
>
>
>>I dunno, Jim. I'd really like to have something like this (that works!),
>>but maybe I'm asking for too much?
>>
>>Richard
>>
>>
>
>
> When recumbent bike guy was in here, we talked about curing ovens for
> composites, and that brought up temperature control units. Those things
> use rate of change to avoid temperature overshoot by scaling back power
> as the set point is approached.
>
> You do something analogous to this every time you take your foot off the
> gas and then begin to brake gently, as you approach a stop sign.
>
> But, the point is, I think you might be able to find an off the shelf
> solution. There's nothing terribly sophisticated about a speedometer. In
> this case, you want to measure something like degrees per minute instead
> of miles per hour.

Good example, but WAY more involved here.

I've fooled around with it some myself, but my experience is in logic design,
not the weird and wonderful world of analog electronics.

Jim's point (as I read it) was that we'd have to notice (and react to) a few
microvolts change - per second - (the RATE question).

But how many mV per second would be considered a threatening situation?
(i.e.: how many degrees per second)

In the automobile example the question might be framed, "What rate of closure
would prompt you to lift the gas pedal and apply the brakes?".

Answer - Depends on how close you are to the thing in front of you.

Jim's response was
It seems like a fairly simple request on the surface, but too many undefined
variables for a simple answer.

There is going to be a bit of research involved before this one can be worked
out.

Richard

My ex has a cute "old saying" that she came up with.

"Two weeks in the lab will save you three days in the library
every time".

[Smitty Two]

In article t>,
Richard Lamb > wrote:


> >
> > When recumbent bike guy was in here, we talked about curing ovens for
> > composites, and that brought up temperature control units. Those things
> > use rate of change to avoid temperature overshoot by scaling back power
> > as the set point is approached.
> >
> > You do something analogous to this every time you take your foot off the
> > gas and then begin to brake gently, as you approach a stop sign.
> >
> > But, the point is, I think you might be able to find an off the shelf
> > solution. There's nothing terribly sophisticated about a speedometer. In
> > this case, you want to measure something like degrees per minute instead
> > of miles per hour.
>
> Good example, but WAY more involved here.
>
> I've fooled around with it some myself, but my experience is in logic design,
> not the weird and wonderful world of analog electronics.
>
> Jim's point (as I read it) was that we'd have to notice (and react to) a few
> microvolts change - per second - (the RATE question).
>
> But how many mV per second would be considered a threatening situation?
> (i.e.: how many degrees per second)
>
> In the automobile example the question might be framed, "What rate of closure
> would prompt you to lift the gas pedal and apply the brakes?".
>
> Answer - Depends on how close you are to the thing in front of you.
>
> Jim's response was
> It seems like a fairly simple request on the surface, but too many undefined
> variables for a simple answer.
>
> There is going to be a bit of research involved before this one can be worked
> out.
>
> Richard
>
> My ex has a cute "old saying" that she came up with.
>
> "Two weeks in the lab will save you three days in the library
> every time".

Richard,

If it helps you to see this as a very difficult challenge, then go
ahead. I know what the "H" in RAH stands for, but if designing your own
circuit from discrete transistors that you've carved out of wood is
beyond your interest, then why not look around for a plug 'n' play
option? Have you *really* already done that and come up empty handed?
I've got a shelf full of catalogs of temperature control hardware. I
haven't actually looked for one with a rate alarm option, but since rate
is monitored and used by the controller, I don't see why someone
wouldn't offer such an alarm as an option.

[Ernest Christley]

wrote:
> To All:
>
> Recently a fellow discovered my post about flying on the cheap (Oct
> 2001) and got so excited he had to give me a call. Although he
> wasn't quite ready to begin building, my article convinced him to
> take the plunge.

Now, don't you feel just terrible that you've taken all that man's
weekends and lunch money away from him for the forseeable future?

8*)

--
This is by far the hardest lesson about freedom. It goes against
instinct, and morality, to just sit back and watch people make
mistakes. We want to help them, which means control them and their
decisions, but in doing so we actually hurt them (and ourselves)."

[Ernest Christley]

RST Engineering wrote:
> Sadism & Machochism?
>
> The problem resolves itself to dicking around with a thermocouple probe that
> puts out millivolts and then picking out the microvolt rise that indicates a
> rate increase. Can it be done? Sure. Easily? Perhaps. Trivially?
> Probably not.
>
> The second problem, generated by the first, is simulating such a rise and
> setting the trigger in the simulation. I'm presuming that you don't want to
> sacrifice an engine to calibrate the rascal. Then the question becomes,
> what rate do you want to trigger? One degree a second? Ten? A hundred?
> Or what rise over what time are you interested in?
>
> Form the problem and I'll try and come up with a solution.
>
> Jim

Tie the engine temp to a flashing LED or maybe an audible beep. Rate of
flash/beep increases as temp rises. Thing goes crazy as it's warming
up, but a button allows you to set the "this is good" steady state. If
the temp rises after that, the beeping/flashing starts going again.
Maybe the pilot wants to just shut it off again...maybe he decides that
danger is clear and present.

--
This is by far the hardest lesson about freedom. It goes against
instinct, and morality, to just sit back and watch people make
mistakes. We want to help them, which means control them and their
decisions, but in doing so we actually hurt them (and ourselves)."

[Richard Lamb]

> If it helps you to see this as a very difficult challenge, then go
> ahead. I know what the "H" in RAH stands for, but if designing your own
> circuit from discrete transistors that you've carved out of wood is
> beyond your interest, then why not look around for a plug 'n' play
> option? Have you *really* already done that and come up empty handed?
> I've got a shelf full of catalogs of temperature control hardware. I
> haven't actually looked for one with a rate alarm option, but since rate
> is monitored and used by the controller, I don't see why someone
> wouldn't offer such an alarm as an option.

Ok, Smitty.

Nope, not at all interested in carving transistors out of wood.

Since you have all the catalogs, my suggestion is to "go for it".

When you are all done, we can compare "budgets" and judge accordingly.
Budgets?

First, obviously, would be cost.
I'm pretty sure, should he decide to bite, Jim's solution would come in
for under 50 bucks.

Power budget?
We can assume we have a 12 volt DC electrical system. How many amps
will you need? Jim probably wouldn't need over 100 mA or so, if that.

Weight budget? (Oh Sh*t, not that again!)
What say, Jim? 3 or 4 ounces?

And then come the electrical issues!

It's a thermocouple. Output is in the millivolt range.
AND, to monitor RATE of change over a very short time (seconds) we'd
have to get down to the microvolt level!

To be able to use that, it will have to be scaled up - gain of roughly
one million or more? No freakin' way *I* would try that with desecrate
(or even wooden) transistors.

Again, it's a thermocouple!
How do you propose to "interface" to it? Single side ain't gonna get it.
You would wind up amplifying the noise as much or more than the signal!
Differential low noise high gain op amp seem to be the best solution here.

Nope, this simple circuit is way beyond anything this ol' logic mechanic
would be able to do. And, not ashamed to admit it, either.

So, let's see whatcha got there Smitty?

Richard

[Smitty Two]

In article t>,
Richard Lamb > wrote:

> > If it helps you to see this as a very difficult challenge, then go
> > ahead. I know what the "H" in RAH stands for, but if designing your own
> > circuit from discrete transistors that you've carved out of wood is
> > beyond your interest, then why not look around for a plug 'n' play
> > option? Have you *really* already done that and come up empty handed?
> > I've got a shelf full of catalogs of temperature control hardware. I
> > haven't actually looked for one with a rate alarm option, but since rate
> > is monitored and used by the controller, I don't see why someone
> > wouldn't offer such an alarm as an option.
>
> Ok, Smitty.
>
> Nope, not at all interested in carving transistors out of wood.
>
> Since you have all the catalogs, my suggestion is to "go for it".
>
> When you are all done, we can compare "budgets" and judge accordingly.
> Budgets?
>
> First, obviously, would be cost.
> I'm pretty sure, should he decide to bite, Jim's solution would come in
> for under 50 bucks.
>
> Power budget?
> We can assume we have a 12 volt DC electrical system. How many amps
> will you need? Jim probably wouldn't need over 100 mA or so, if that.
>
> Weight budget? (Oh Sh*t, not that again!)
> What say, Jim? 3 or 4 ounces?
>
> And then come the electrical issues!
>
> It's a thermocouple. Output is in the millivolt range.
> AND, to monitor RATE of change over a very short time (seconds) we'd
> have to get down to the microvolt level!
>
> To be able to use that, it will have to be scaled up - gain of roughly
> one million or more? No freakin' way *I* would try that with desecrate
> (or even wooden) transistors.
>
> Again, it's a thermocouple!
> How do you propose to "interface" to it? Single side ain't gonna get it.
> You would wind up amplifying the noise as much or more than the signal!
> Differential low noise high gain op amp seem to be the best solution here.
>
> Nope, this simple circuit is way beyond anything this ol' logic mechanic
> would be able to do. And, not ashamed to admit it, either.
>
> So, let's see whatcha got there Smitty?
>
> Richard

I'll pass on your proposed "contest." It's your project; I've got enough
of my own going. It's wonderful that your apparent kinship with Jim is
sufficient to entice him to design a custom solution, from parameters
that, despite his request, you have yet to clearly state (unless I
missed it, or that conversation took place offline.) Now, if you had
*really* looked around to see what was already available, and come up
empty handed, then a custom unit might make sense, provided you can get
all the engineering for nothing, which you apparently believe you can.
Sure, you can buy a big shoebox full of electronic components for your
$50 budget.

But, that's the way some engineers think. Fifty thousand different
screws available off the shelf, and we keep the Brown and Sharpes busy
making custom screws for engineers who design absurdly clumsy and
complex mechanisms with no forethought to how to hold the pieces
together.

[[email protected]]

wrote:
>...
>
> No silk scarf nor sheep-skin jacket but it
> does happen to include an inexpensive GPS unit along with a cheap
> 'ramp' radio. ...

Could you be specific as to which unit you use?

--

FF

[CW Crane]

wrote:

>
wrote:
>>...
>>
>> No silk scarf nor sheep-skin jacket but it
>> does happen to include an inexpensive GPS unit along with a cheap
>> 'ramp' radio. ...
>
>Could you be specific as to which unit you use?

I am not Mr. Hoover but - I use a Magellan 315/320 GPS with an aviation data
base. This unit was acquired on eBay for ~$75. The data base is downloaded
from

http://home.stny.rr.com/bkw/315/

and is updated regularly. You will need the DataSend program and a data cable,
both are available on eBay for around $25.

No moving map but you will be able to get from point A to point B and have the
current airport data (frequencies, runway length, composition, etc) for any
airport in the USA.

Cheap radio is an ICOM A4 with a headset adaptor, I wouldn't recommend it to
anyone but it does the job.

CW Crane