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This is a snip from the Cambridge MKIV manual

To check adjustment, proceed as follows (try and find reasonably smooth air for this). Set scale
to x1 (MKIV).

Gently and steadily increase speed in a dive. Avoid a rapid pitch attitude change which would
create unusual 'G' Forces. Settle down at a new steady speed (say 30 or 40 knots increase).
Observe behavior of variometer during this maneuver.

The variometert if correctly compensated, will steadily increase in sink during the speed increase,
to settle at a sink reading corresponding to the new steady speed.

If during the period of INCREASING speed, the variometer does not increase in sink, or only
slightly, or perhaps even goes in the opposite (+ ) direction, and then quickly goes to the correct
sink reading when the new speed is steady, the variometer is OVER compensated.

Turn the TE adjustment counter-clockwise (decreese, edit) a little and try again.

If during the period of INCREASING speed, the variometer increases in sink to more than the
correct sink reading, and then comes BACK up to the correct sink reading once the speed settles
down again, the variometer is UNDER compensated.

Turn the TE adjustment clockwise (increase, edit) a little and try again.

Eventually, you should be able to carry out a series of zooms and dives with the variometer gently
following the airspeed indicator, according to the ship's polar.

Make the adjustments only a little at a time. Trying to do these tests in sinking, rising or
turbulent air is confusing. so try and find smooth, neutral air. Quick push-overs or pull-ups affect
'G' forces significantly, and erroneous compensation can result momentarily in TE Compensation
systems of any kind.

Once the TE compensation is satisfactorily set, leave it alone!
-------------------------------

This methode will be useful on other varios as well ;)

For more information, see our download section!

The nose cone will be in danger of beeing cracked form the rings on tow ropes.

For some years, I have used a clear mylar inside the cone to protect it, and it seems to do the job.

FIG 1: The Mylar 
Dark markings: Where I fold it slightly to fit the nose cone on my Ventus.

FIG 2:Test fit 
Protective strip on. When satisfyed, gently remove the protective paper under the mylar, allowing for a good fit.

FIG 3: Done 

https://youtu.be/UNhBbG81Zv8

V–Seal is generally used on the inside of the vertical stabilizer to seal the rudder. This works well and is easy to install on both the right and left inside of the vertical stabilizer once the rudder is removed. With some trimming and great care, you can use V-Seal on the front and aft part of your canopy making your cockpit significantly quieter.

Operate the menu on TRT 800 upgraded from TRT 600

The challange is: the panel normaly is not changed, making labling confusing when reading the manual.

By disregarding the button marked VFR on an 800, the 600 panel has the "same" buttons. Then, using the labling from the TRT 800, one can read the manual for a TRT 800 and use the buttons on the TRT 600 panel.

With the same logic, the rotation button at the bottom right should have the same function on both. Note that the 800 has only one rotary switch.

The setup menu will apper when pressing ID (TRT 600: "FID") for 47 seconds. Watch the counter. For the different menus, see image below.

Use the MODE button to select sub menues.

If changing the NMEA, use the rotary button on lower right, then save and exit with MODE button.

LRB TECH AS © 2020

We are pleased to be able to show a preview of the new ClearNav Colour display! :)

In the video you see all tree ClearNav vario displays.
The new colour display shown with a green TA beercan will be the only you need... ;)

Video recorded at the Norwegian Nationals 2020.

A clip from Brian Spreckelys briefing at FAI/SGP final.

Originally published Moutain High FAQ

Q: Is it true that medical and welder’s oxygen differs from aviation oxygen?

A: There are no different grades of oxygen being produced or contained in cylinders under DOT regulations.

Contrary to common myth ~ medical oxygen contained in a medical cylinder is no different than that contained in a cylinder marked aviators oxygen or otherwise.

Furthermore, because of the chemical nature of oxygen it must be as pure and dry from water as possible if stored under pressure. Oxygen is produced to be better than 99.9% pure, if not damage or contamination will result to equipment. Oxygen even holding the slightest amount of water moisture~ which is added during delivery for medical and industrial purposes may have helped to cause confusion in the industry.

As far as the FDA is concerned any oxygen cylinder marked as USP or medical is a drug, and has to be held~ dispensed~ and used under strict medical protocols outlined by the FDA and cannot be lawfully used for aviation purposes.

Oxygen cylinders labeled as AVO, which is aviator’s oxygen, or otherwise is not under the auspices of the FDA and are lawfully used for aviation purposes.

(Reprinted from the Compressed Gas Association)