I was reading the check list for the upcomming Howard from Milton and his team. It mentioned durring To: Howard 500 ChecklistPRE-TAKEOFF [ ] Mixtures FULL RICH [ ] Props FULL FORWARD [ ] Trim SET [ ] Flight Controls FREE AND CORRECT [ ] Flaps SET [ ] Radios SET [ ] Briefing COMPLETE FINAL ITEMS [ ] Cowl Flaps OPEN HALFWAY [ ] Boost Pumps ON [ ] Pitot Heat ON [ ] Tailwheel LOCKED [ ] Heading Indicator CHECK *********************************************[ ] ADI *************(Then when crusing it is ti be turned off. * ON *is this like a autofeather function on the * *king air 350 defualt)?********************** [ ] Fuel Selector ************************ FRONT In other words I have no clue what ADI is, and am guessing when comparing to the auto feather function. Please note unlike in the king air (where you turn the auto feather when landing) it did not say in the Howard check list to turn the ADI on for landing. I may hnave missed something though.Thanks for some educational help.Mark.

I take this to to mean (the fact there is no respnce) that its areally dumb question, or know one else knows.I cant figure it out. Thus apprreciate a heads up.Thanks.Mark.

I believe the ADI is an Automatic Directional Indicator or something to that effect. If I'm not mistaken, you would tune the ADI to the airport's or the approach NDB, and an arrow will point straight to the NDB.

Todd,Thanks for the responce. I am ok as it comes to what (if we are speaking direction finders) ADF's. I alwayts can learn. The fact that the check list asked for this to be turned off after climb out, then not re-enguaged made me wonder whar (and I am sure, from Milton's team's other great aircraft) that it has a purpose. I have checked some other sites and tried to search the subject matter but am comming up with know clues.I will post if I do find out, other wise if some one else is in on the deal and shares, then hey we all learn a bit more.Take Care.

Hi kingairvols,Perhaps Milton can better explain, but I can't understand why the ADI would be turned off during climb. The ADI (Attitude Direction Indicator)is a primary navigation and flight attitude instrument. Though I've never flown an aircraft with an ADI, I know that it is an instrument that combines gyros for both attitude and direction.What concerns me about your original post is that you seem to think the Howard is a turbo prop? It isn't. It has two R2800 radials pumping out 2500 horsies each! This isn't for the faint of heart. And I'm sure their model will create a sound that stirs men's souls! This airplane is really something to look forward to.My problem is that I have my family's reunion next weekend. It's here where I live, which means I've already made deposits for hotel rooms, reservations for dinners, planned events, etc. Sad that I now must cancel the reunion so that I can download and fly the Howard next weekend! :-lol Greg

It's not a dumb question Mark, it's a good question about the operation of old airplanes with high power radial engines. I understand that the Howard 500 uses the P&W Double Wasp engines, so the A.D.I. in question probably isn't found on the instrument panel among the primary flight instruments.A.D.I. is the abbreviation of Anti-Detonant Injection. This is the injection of water or a mixture of water and methanol (70/30, 60/40, 50/50) into the engine at high power settings (typically greater than 40" MP). This allows for the use of leaner mixtures (best power mixture), higher manifold pressures and results in increased power for takeoff. At high power settings on those engines the carburetor would provide more fuel to the engine than it needs for efficient combustion and this extra fuel prevents overheating and detonation. A.D.I. or water methanol injection allows the engine to be leaned to the best power mixture with the vaporization of the water/methanol fluid providing the cooling effect that the excess fuel had at richer mixture settings.Detonation is the instantaneous and explosive burning of the fuel air mixture that causes damage to the pistons, rings and cylinders. Severe detonation can actually burn a hole in the piston crown, and that is an event that is guaranteed to increase your heart rate and the adrenaline level in your blood if it occurs on takeoff with a heavily loaded airplane.On civilian airplanes, A.D.I. is normally used only for takeoff, and usually armed by a switch in the cockpit, after which the injection process is automatic depending on the power settings. A typical system would be armed by the pilot, and when the power setting exceeded a specific manifold pressure, then injection of the water/methanol fluid would begin.The checklist item to turn the A.D.I. on before takeoff and off after takeoff probably refers to the arming switch in the cockpit.Douglas

Thank you Mark for the question. I'm sure it will be asked many times.And thank you Douglas for that excellent response. I would love to add both of them to the FAQ's on the support website with your permission.The Howard's A.D.I. is mounted over the ECU. It is activated prior to takeoff and disabled after initial climbout once takeoff power has been reduced. It is used for about 2 minutes on a lighter load and nice conditions. This can be observed on the takeoff video if you watch closely.For our FS Howard, the A.D.I. is simply procedural. Failing to use it affects nothing except the simulated procedures.Also the low and high blower assistance is built into the performance tables as there is no way I know of to implement the switching effects.I apologize for not getting to this thread earlier. I have invested my day in preparing final beta packages. :-)

>>>>I would love to add both of them to the FAQ's on the support website with your permission.<<<

Thank you Douglas; I appreciate that. :-)

Exactly ...... ADI=water injection .... Water injection adds a good amount of extra H.P. for a takeoff. It is also only good for a limited amount of time too, as the pilot is asking a lot more out of the engine than it really want to give you. Many of the old recip airliners had this, depending on their engines. Don

Greg,I am sure your family will understand, LOL.I understand that the Howard is n ot a T-Prop. I was trying to reason out what the ATI did, I was comparing a switch that is cut off after climb out. T-prop or not I was grabbing at straws in an effort to figure the ATI out. I dont have the check list in front of me, but its on the Howard web site. I think its in the off position during cruise. I will have to back and check. Any how thank you for eplianing what an ATI dose.Take care.Mark.

Douglas,Thanks.I really apprciate the explanation. So even though I was not exact (I realize the Howard is not a T-Prop) in a way its a simular function as the auto throttle in the King Air. Please I know they work different and from a machanical view are not related, but in a way they are related in the view point that both are needed on TO. As you mentioned to avoid a heart attack with a heavy load. The fact that the Howard is a redial also explians why the ATI is not needed for landing. Or so I think. Agian I know the Kinbg Air is a T-Prop and the Howard is a radial. The only comparision I was trying to make was the importance durring TO.Agian thank you.Mark.

No proplem Milton. Any of my questions and comments here that can be of use on the FAQ page please feel free to Edit and use as you see fit, as to assist others wanting learn about the Howard.By the way thank you, and the reat of your team for your hard work and the upcomming Howard (as well as the othewr fine aircraft we alredy enjoy).PS. Sounds like Scott had a real adventure of a life time in this aircraft.Mark.

Cheers Mark.And thanks to all for the explanation of ADI. This thread has certainly served to heighten anticipation of the Howard.Greg

Old school turbo-props have this as well. T-56-10 comes to mind....

:-outta

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