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CNv Discussion / CNv homepoint question/problem
« Last post by Kilo Foxtrot on June 06, 2021, 06:30:33 AM »
Attempting to help someone set up CNv---long time user but had never set "homepoint" in the XC vario.

Using profile editor, was able to set up profile. The file included the info for "home". After loading, everything was right except the home point didn't change from previous. Tried loading several times, same result. No error reports.

I was able to set mine up easily.

CNv Discussion / New CNv color display
« Last post by Kilo Foxtrot on June 05, 2021, 05:19:32 PM »
The new display is nice, and easier to use. However, I would like a small improvement. The vario needle is white, on a white background, but with black outlines. I believe it would be more eye catching if it were red or orange. Also, consider other colors as good sunglasses are partial blue blocking. So blue and purple are dimmed.
Integration with Other Devices (Flarm & Vario) / Re: FLARM/ADS-B Symbology
« Last post by Jim Staniforth on June 03, 2021, 01:54:04 PM »
Great. Preferred the numeric altitudes.
Does the next version have various icons for different types of ADS-B traffic? The black B-52 icon doesn't match most look-out-the window helicopters, single engine, etc.
Especially since B-52s aren't ADS-B equipped.
ClearNav II / Re: Flash drive to add turnpoints / sua files and MacOS
« Last post by carbonprop on June 02, 2021, 08:02:59 AM »
Contact me off list and I’ll give you my experiences and procedures using CN with Mac.  Steve Hill
ClearNav II / Flash drive to add turnpoints / sua files and MacOS
« Last post by felizflyer on June 01, 2021, 05:02:25 PM »

I recently bought a Mosquito and it came with a Clearnav II. I want to add turnpoints / sua files. All this looks very "windowy" to me. I don't have computers running windows in my home. Only MacOS and Ubuntu. Previous owner gave me a flash drive with what seems to be the layout described in the PDF instructions for the CNII software here: What are the potential pitfalls of using MacOS to store turnpoints and sua files in the flash drive and then updating the CN II?

CNv Discussion / Re: Electronic TE again
« Last post by Evan Ludeman / T8 on May 15, 2021, 05:26:39 AM »
That's a mighty big error.  It would be interesting to know what IAS is when on the ground. 
CNv Discussion / Re: Electronic TE again
« Last post by Larsen on May 10, 2021, 02:34:24 PM »
Had about 12 hours since the post. The CNv doesn't share anything but the pitot/static. (electronic only) The mechanical is totally isolated from it. I misspoke when I said it shared static with it.
Anyway, in flight the vario seems fine. Need to do the still air calibration. But it still reads about 4-5 knots above normal on tow.
I guess it doesn't really matter, but my last CNv didn't do this. Would like better info towing through thermals, though.

ClearNav II / Re: CNII re-boot in flight during task
« Last post by Evan Ludeman / T8 on May 10, 2021, 05:38:28 AM »
Vadim is pretty darned good!  I've been flying his (not quite ready for release) CN2 updates and I like them.

It's should be possible to preserve task statistics through a power cycle and I hope we get this.

CN2 can survive a very short interruption (a couple milliseconds).  The Off-Battery 1-Battery 2 rotary switch switch shipped with most Schleichers since late 90s can switch between batteries without re-booting.  Many other schemes (big capacitors, diodes) may help. 
CNv Discussion / Re: Task in CNv
« Last post by Evan Ludeman / T8 on May 10, 2021, 05:33:18 AM »
Good luck!
CNv Discussion / Re: Electronic TE again
« Last post by Evan Ludeman / T8 on May 10, 2021, 05:32:31 AM »
The short answer is: you can't share pneumatic sources between electronic and mechanical instruments.  The electronic pressure transducer instruments can't deal with the perturbations introduced by the capacity and flow of the mechanical instruments. 

The pitot is least critical... and if you have only one pitot port, you can (and will) share it with CNv because that's all you can do. 

The static and TE sources will be severely compromised.  How bad depends on the courses themselves and how much excess capacity and flow gets added to the system.

I only recommend electronic compensation for gliders with a dual or triple probe set up where you can source P and S in very close proximity, the line lengths are identical and the lines are not shared with any mechanical instruments (you can share with other no-flow no-capacity electronic transducer instruments). 

The problem is less obvious in slow flying gliders.  The errors increase with true airspeed squared. 
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