DAY ONE
First, I had to remove the elevator bellcrank mounting brackets and install the extended brackets provided with AlTrak. I marked the bearing pivot location on the airplane so that my pushrods would not need to be adjusted for the new brackets. After removing the elevator pushrods and bellcrank, I carefully drilled out the bracket rivets so I would be able to use the same holes.

Next, I assembled the new brackets, spacer and bellcrank together and clamped it to the mounting angles after aligning the bearing pivot point with the mark I made before. I marked the first rivet hole in each bracket with a short pencil from underneath. I removed the assemble, made a rivet hole template for each bracket using an index card, aligned it with the first pencil mark in each bracket and drilled with #30 drill bit. VIOLA! The holes matched perfectly! After priming, the new brackets where riveted in place.

I mounted the servo and drilled the hole in the bellcrank and installed it. A 1/16" washer fits between the bellcrank halves for the servo bearing attachment. One rivet chaffed the forward mounting #8 screw so I flattened the shop head and tried it again. I did not like the less than 1/16" clearance that I was getting. Since the servo is tapped for a #10 machine bolt, I trimmed a #10 bolt to 0.75" and installed it from inside the bracket and into the servo. I put a toothed washer under it and used that nasty brown aviation gasket sealant on the threads and under the head. The clearance was now much better. (Photo1 photo2 photo3)

DAY TWO
The servo harness was assembled 11'6" and routed along the top left longeron to my programmer located in the right front corner behind the instrument panel. My soldering skills have improved as I have no burn scars this time.

DAY THREE
I mounted the programmer, soldered connectors and resistor to the ALT switch, soldered the programmer connector and installed all connections to the main power switch, and CWS DigiTrak interface inputs. I tapped into the static line using 1/8" vacuum hose and "Tee" fitting from AutoZone. It's good to be "EXPERIMENTAL"! I ground tested the servo operation and learned that the DigiTrak must be engaged before the AlTrak will engage. I thought that I had "Homered it up" before I discovered the fact! It worked perfectly once I discovered this little "gotcha".

DAY FOUR
Flight tested the AlTrak. ALL GRINS!!! It held my altitude +/- 20' during S/L flight and +/- 30' during constant rate turns of 180 degrees. It flashed when I deliberately put it out of trim. More aggresive turns of 20 and 30 degrees AOB using CWS resulted in altitude excursion 60'-75" respectively before AlTrak stopped the loss. My servo is set to MEDIUM. A more sensitive setting might hold the altitude loss tighter but what affect on smooth enroute S/L performance I do not know. Everything has worked as advertised so far after :56 minutes of flight test operation. Photo GPS NAV engaged.

Thanks Guys! The people at TRUTRAK FLIGHT SYSTEMS were very helpful. The instructions were adequate but could use some fine tuning. You will need to order the mounting screws, nuts and washers which were not supplied with the kit as well as the 20 and 24 AWG wire for the harness. I bought a few connectors, heat shrink and the like from Radio Shack.

FLIGHT REPORT
4/20/03 IFR 2R4-KOLV, via PENSI MEI OLV, FL080 170KTAS, FLT TIME 01:51 HHMM, DIST 315NM, FLT COND. in/out clouds w/ occasional -turb.
Released to 2000'MSL and 360HDG. After TOFF, turned to 360 and engaged DigiTrak in HDG hold and contacted PNS dep. Engaged AlTrak alt. hold upon reaching 2000'. Cleared direct PENSI and pressed D/T in GPS NAV MODE. Aircraft turned and flew directly to PENSI WPT. AlTrak held +/- 30' during turn while in CU clouds and -turb. Cleared to 4000', disengaged AlTrak and climbed to 4000'. Reengaged AlTrak after reaching altitude and retriming aircraft. Cleared to 8000' and repeated action. As I received new altimeter settings enroute, I disengaged AlTrak, manually corrected to 8000' and reengaged. I never received any out of trim flashes and the aircraft pitch remained trimmed throught the flight. I disconnected both occasionally to check for out of trim conditions. RVs tend to require aileron trim as fuel is burned either from the L or R tank. You can tell when the D/T starts nodding slightly toward the heavy wing to politely remind you to either retrim the ailerons and/or change the tanks. Enroute, I ate a snack and drank a Diet Pepsi, looked at enroute charts, approach plates and tended to cockpit house-keeping chores all without worry of allowing the aircraft to deviate from course or altitude. Nice. I am now a "Spoiled" Sport Plane pilot! AlTrak maintained +/- 10' of assigned altitude throughout the flight! In the terminal area, I disconnected AlTrak as I was given descents to 6, 4 and 3K and reengaged as I passed each altitude. Each time AlTrak climbed back to the engaged altitude and maintained it +/- 10'. Amazing! Setup for ILS18 @ OLV w/ GPS backup when visual flight conditions were encountered. Received clearance for a visual approach, cancelled IFR, disconnected both D/T and A/Trak w/ CWS button and landed refreshed @OLV.