RV-Archive.digest.vol-vq
December 29, 2012 - May 10, 2013
| From: | Robert Savage <bsavage22(at)hotmail.com> |
| Subject: | Re: Countersink Bit for 4-40 Screw |
Here's a link to Cleveland Tool and their kit for wing tip attachment. I
used this kit and their dimple die for the wing aluminum. I used a hand
tool for countersinking the fiberglass. It is pricey though and time
consuming but the result was very nice. I also used their #4
nutplate jig.
http://www.cleavelandtool.com/prodinfo.asp?number=WHS220#.UN-WVKywXTo
Bob
From: sheldonb(at)frontiernet.net
Subject: Re: RV-List: Countersink Bit for 4-40 Screw
Date: Sat=2C 29 Dec 2012 17:57:28 -0700
I used 4-40s' on the tips (the kit came with the
countersink) but I forgot who supplied the kit... But it was for wingtip
install... However=2C I agree=2C use 6-32's instead...
Sheldon
----- Original Message -----
From:
Warren Brecheisen
To: rv-list(at)matronics.com
Sent: Saturday=2C December 29=2C 2012 5:44
PM
Subject: RE: RV-List: Countersink Bit for
4-40 Screw
I ran into this a couple of times on my
-6. I simply used a pilotless countersink with the correct angle.
I used a hand hole deburring tool that accepts tools with the =BC-20 thre
ad
(same as microstops). I went slowly and carefully=2C checking the result
often and making corrections as I went. I did not use any 4-40 screws on
structural components. If you are using them on your wings tips=2C my
method is probably too labor intensive to complete in a reasonable amount
of
time. I used 6-32=92s on the tips.
Warren
href="http://www.aeroelectric.com">www.aeroelectric.com
href="http://www.buildersbooks.com">www.buildersbooks.com
href="http://www.homebuilthelp.com">www.homebuilthelp.com
href="http://www.matronics.com/contribution">http://www.matronics.com/chr
ef="http://www.matronics.com/Navigator?RV-List">http://www.matronics.com/
Navigator?RV-List
href="http://forums.matronics.com">http://forums.matronics.com
________________________________________________________________________________
| From: | Matt Dralle <dralle(at)matronics.com> |
| Subject: | Matt's RV-8 Rebuild... |
Dear fellow RV Builders and Flyers,
I've been working hard on the RV-8 rebuild over the holidays and thought I'd share.
Here the current status as of December 28 2012 on the new RV-8 2.0. This
quick video highlights the new instrument panel including the recently finished
cockpit audio output for the video camera. Line level output from the airplane's
intercom is routed out through the RCA outputs in the rear of the cabin
through some matching circuitry in the gold RCA connectors up to the camera's
Mic input. The matching seems to be working pretty well. The audio in the video
is coming right from the intercom and includes a mix of the intercom voice,
the music or DVD output from the Kenwood stereo, and the audio output from the
Garmin SL-30 Com unit (aircraft communications radio). Yet to be wired in is
the audio outputs from the EFIS's, the VP-200, and the ADS600B. Note also that
the video output from the camera is also routed in though the new A/V panel and
then out through the headrest LCD display for the passenger. The video is also
available on the pilot's Kenwood display. Everything is working pretty nicely.
I'm particularly pleased with the new A/V panel I/O.
Matt's HD YouTube Video:
http://www.youtube.com/watch?v=6xrTKAuDEyI&feature=share&list=PLB2F39639392A90DE
-
Matt Dralle
RV-8 #82880 N998RV "Ruby Vixen"
http://www.mattsrv8.com - Matt's Complete RV-8 Construction Log
http://www.mattsrv8.com/Mishap - Landing Mishap Rebuild Log
http://www.youtube.com/MattsRV8 - Matt's RV-8 HDTV YouTube Channel
Status: 172+ Hours TTSN - Rebuilding Fuselage After Landing Mishap...
RV-6 #20916 N360EM "The Flyer"
http://www.mattsrv6.com - Matt's RV-6 Revitalization Log
Status: 120+ Hours Since Purchase - Upgrades Complete; Now In Full Flyer Mode
________________________________________________________________________________
| From: | Viorel Nichols <viorel.nichols(at)yahoo.com> |
Away on holiday from the 22 December 2012 till 29 January 2013
Wishing you a happy festive season .
Merry Christmas and a Happy New Year
from
Viorel ...
________________________________________________________________________________
| From: | Garey Wittich <gareywittich2000(at)yahoo.com> |
| Subject: | Looking for Countersink for 4-40 Screws that allows "tapping" |
for screw threads
I posed the original question. -The 4-40 screws I will be using (MS24693
formerly AN507) have the 100 Degree angle just like the the AN426AD rivets.
-The -Countersink I am looking for needs to have a 100 degree angle an
d have a 0.089" Diameter Guide Pin so the 0.089 Dia hole in the material ca
n be "Tapped" for the 4-40 screw threads after countersinking. -Using a 1
00 Degree Deburring Tool Bit will be too time consuming because of the numb
er of screws used. -Using #6 Screws or larger will be a problem. - Usin
g the Countersink made by Cleveland for 4-40 screws has too big a diameter
Guide Pin. - Any ideas where to get the above Countersink (100 Degree Ang
le and 0.089" Dia Guide Pin) ?? -Many thanks, -Garey Wittich
________________________________________________________________________________
| From: | John Danielson <johnd(at)wlcwyo.com> |
| Subject: | Re: Looking for Countersink for 4-40 Screws that allows "tapping" |
for screw threads
Where are these #4's being used?
Sent from Samsung Mobile
Garey Wittich wrote:
I posed the original question. The 4-40 screws I will be using (MS24693 fo
rmerly AN507) have the 100 Degree angle just like the the AN426AD rivets.
The Countersink I am looking for needs to have a 100 degree angle and have
a 0.089" Diameter Guide Pin so the 0.089 Dia hole in the material can be "
Tapped" for the 4-40 screw threads after countersinking. Using a 100 Degre
e Deburring Tool Bit will be too time consuming because of the number of sc
rews used. Using #6 Screws or larger will be a problem. Using the Counte
rsink made by Cleveland for 4-40 screws has too big a diameter Guide Pin.
Any ideas where to get the above Countersink (100 Degree Angle and 0.089"
Dia Guide Pin) ?? Many thanks, Garey Wittich
rsbooks.com>
m>
________________________________________________________________________________
| From: | "Warren Brecheisen" <n146wb(at)cfu.net> |
| Subject: | Looking for Countersink for 4-40 Screws that allows "tapping" |
for screw threads
The only 100 degree countersinks I've run across that are even close to .089
are for #40 drill bit holes.
Warren
________________________________________________________________________________
| From: | Hopperdhh(at)aol.com |
| Subject: | Re: Looking for Countersink for 4-40 Screws that allows "tapping" |
f...
Why not drill the holes first with #40 then countersink and then enlarge to
.089?
Dan Hopper
RV-7A
Flying since 2004
In a message dated 12/31/2012 4:46:47 P.M. Eastern Standard Time,
n146wb(at)cfu.net writes:
The only 100 degree countersinks I=99ve run across that are even clo
se to
.089 are for #40 drill bit holes.
Warren
(http://www.aeroelectric.com/)
(http://www.buildersbooks.com/)
(http://www.homebuilthelp.com/)
(http://www.matronics.com/contribution)
(http://www.matronics.com/Navigator?RV-List)
________________________________________________________________________________
| From: | Hopperdhh(at)aol.com |
| Subject: | Re: Looking for Countersink for 4-40 Screws that allows "tapping" |
f...
I know this has come up before, but my #40 countersink is undercut enough
that it could be turned down to .089 and still cut at the root. That's
only .009 to go from .098 to .089. That's only .0045 off the surface.
Dan
In a message dated 12/31/2012 4:46:47 P.M. Eastern Standard Time,
n146wb(at)cfu.net writes:
The only 100 degree countersinks I=99ve run across that are even clo
se to
.089 are for #40 drill bit holes.
Warren
(http://www.aeroelectric.com/)
(http://www.buildersbooks.com/)
(http://www.homebuilthelp.com/)
(http://www.matronics.com/contribution)
(http://www.matronics.com/Navigator?RV-List)
________________________________________________________________________________
| From: | Carl Raichle <carlrai(at)aol.com> |
| Subject: | Stay in touch with me through LinkedIn |
LinkedIn
------------
I'd like to add you to my professional network on LinkedIn.
- Carl
Carl Raichle
National Training and Quality Manager at Vitality Foodservice, Inc.
Miami/Fort Lauderdale Area
Confirm that you know Carl Raichle:
https://www.linkedin.com/e/-74up5n-hbf3k5ff-12/isd/10239802752/ArmrZoOP/?hs=false&tok=1oyvOKjwe07lA1
--
You are receiving Invitation to Connect emails. Click to unsubscribe:
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(c) 2012 LinkedIn Corporation. 2029 Stierlin Ct, Mountain View, CA 94043, USA.
________________________________________________________________________________
| From: | Brett Herrick <first_flights(at)yahoo.com> |
| Subject: | RV-6A Project for Sale |
QuickBuild Kit =93 Tail, Wings and Fuselage are complete.=C2- All p
arts are primed.=C2- Built by licensed engineer.=C2- Wings have Whelen
A600 strobe/position lights, landing and taxi lights installed.=C2- Elect
ric flaps, elevator trim and aileron trim installed.=C2- Van=99s Fi
nish and Firewall Forward kits are being installed.=C2- It is ready to in
stall the panel, interior and engine of your choice.=C2- =0A=C2-=0AFor
more details, please view the Display Specs Page and pictures on Barnstorme
rs.com=0A=C2-=0ABrett Herrick=0AColumbus, Indiana
________________________________________________________________________________
| From: | Matt Dralle <dralle(at)matronics.com> |
| Subject: | All New RV-14 List At Matronics! |
Dear RV'rs,
I've just setup an all new RV-14 email list and forum on the Matronics servers.
Please surf over and register for and email account and access to the Forums.
To get email distribution, sign up here:
http://www.matronics.com/subscribe
and to view the new RV-14 forum directly go here:
http://forums.matronics.com/viewforum.php?f=79
Enjoy!
Matt Dralle
Matronics Email List Administrator
-
Matt Dralle
RV-8 #82880 N998RV "Ruby Vixen"
http://www.mattsrv8.com - Matt's Complete RV-8 Construction Log
http://www.mattsrv8.com/Mishap - Landing Mishap Rebuild Log
http://www.youtube.com/MattsRV8 - Matt's RV-8 HDTV YouTube Channel
Status: 172+ Hours TTSN - Rebuilding Fuselage After Landing Mishap...
RV-6 #20916 N360EM "The Flyer"
http://www.mattsrv6.com - Matt's RV-6 Revitalization Log
Status: 129+ Hours Since Purchase - Upgrades Complete; Now In Full Flyer Mode
________________________________________________________________________________
| From: | "charlie" <cheathco(at)cox.net> |
I was reading about an AOA that seems easier to install and not terribly
expensive. I would like to hear from those of you (if any) who have an
AOA in your plane. How useful? Any Caveats? Thanks, Charlie
________________________________________________________________________________
| Subject: | LASAR 500 Hour inspection Requirement |
| From: | "Edwardoc" <Rv8tor(at)mac.com> |
I have 478 hours on my LASAR system at present and it has performed as advertised.
My last contact with Champion indicated is was pretty expensive for them to
tear down inspect and replace as necessary. Any experience out there with inspections/repairs
to the LASAR mags for the 500 hour inspection? I was told the
most critical thing was to get the Impulse coupler (Called the Bush Kit) inspected
as it is on the internal engine side of the housing and if it comes apart,
it can spread metal all through the engine and some of the clearances are
critical on the coupler.
I believe it is a standard Coupler and would like to just get it inspected and
repaired as necessary and leave the rest of the mag alone as long as they are
working fine or just have someone who repairs Mags inspect the hardware and leave
the electronics as is.
Any inputs appreciated. 8)
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=391598#391598
________________________________________________________________________________
| From: | "Ralph E. Capen" <recapen(at)earthlink.net> |
| Subject: | Re: LASAR 500 Hour inspection Requirement |
Interested also as I have these on my 6A...except without the bush kit. I am quite
happy with their performance so far...
Ralph
RV6A N822AR "Patience" @ N06
-----Original Message-----
>From: Edwardoc <Rv8tor(at)mac.com>
>Sent: Jan 4, 2013 9:35 AM
>To: rv-list(at)matronics.com
>Subject: RV-List: LASAR 500 Hour inspection Requirement
>
>
>I have 478 hours on my LASAR system at present and it has performed as advertised.
My last contact with Champion indicated is was pretty expensive for them
to tear down inspect and replace as necessary. Any experience out there with inspections/repairs
to the LASAR mags for the 500 hour inspection? I was told the
most critical thing was to get the Impulse coupler (Called the Bush Kit) inspected
as it is on the internal engine side of the housing and if it comes apart,
it can spread metal all through the engine and some of the clearances are
critical on the coupler.
>I believe it is a standard Coupler and would like to just get it inspected and
repaired as necessary and leave the rest of the mag alone as long as they are
working fine or just have someone who repairs Mags inspect the hardware and leave
the electronics as is.
>Any inputs appreciated. 8)
>
>
>Read this topic online here:
>
>http://forums.matronics.com/viewtopic.php?p=391598#391598
>
>
________________________________________________________________________________
| From: | "Carl Froehlich" <carl.froehlich(at)verizon.net> |
I have 10 years in the RV-8A and never found a need for AOA ' the
airplane
provides a lot of feedback on high attack angles. I do however have AOA
in
the RV-10. This was a no cost extra from having the Dynon SkyView
system
with the Dynon heated pitot tube. The AOA works fine and the install is
little more than running two =BC=94 poly tubes to the pitot instead of
one. The
AOA calibration is straight forward and accurate. Other than
eliminating
the need to install the Van=92s Stall Warning in the wing (the AOA
provides
auditable tone in the headset when approaching stall) I find I have
little
use for the function ' but since it was free I=92m happy.
Carl
From: owner-rv-list-server(at)matronics.com
[mailto:owner-rv-list-server(at)matronics.com] On Behalf Of charlie
Sent: Friday, January 04, 2013 9:30 AM
Subject: RV-List: AOA units
I was reading about an AOA that seems easier to install and not terribly
expensive. I would like to hear from those of you (if any) who have an
AOA
in your plane. How useful? Any Caveats? Thanks, Charlie
________________________________________________________________________________
| From: | "Ralph E. Capen" <recapen(at)earthlink.net> |
| Subject: | Re: LASAR 500 Hour inspection Requirement |
Do you have a copy of the F-1100 Slick Master Service Manual and the L-1500 LASAR
Ignition System Master Service Manual?
I am looking for these also as they should answer the questions that you have posed.
-----Original Message-----
>From: Edwardoc <Rv8tor(at)mac.com>
>Sent: Jan 4, 2013 9:35 AM
>To: rv-list(at)matronics.com
>Subject: RV-List: LASAR 500 Hour inspection Requirement
>
>
>I have 478 hours on my LASAR system at present and it has performed as advertised.
My last contact with Champion indicated is was pretty expensive for them
to tear down inspect and replace as necessary. Any experience out there with inspections/repairs
to the LASAR mags for the 500 hour inspection? I was told the
most critical thing was to get the Impulse coupler (Called the Bush Kit) inspected
as it is on the internal engine side of the housing and if it comes apart,
it can spread metal all through the engine and some of the clearances are
critical on the coupler.
>I believe it is a standard Coupler and would like to just get it inspected and
repaired as necessary and leave the rest of the mag alone as long as they are
working fine or just have someone who repairs Mags inspect the hardware and leave
the electronics as is.
>Any inputs appreciated. 8)
>
>
>Read this topic online here:
>
>http://forums.matronics.com/viewtopic.php?p=391598#391598
>
>
________________________________________________________________________________
| Subject: | Re: LASAR 500 Hour inspection Requirement |
| From: | "Edwardoc" <Rv8tor(at)mac.com> |
I do not have those manuals. All I have is the install manual which has an inspection/overhaul
requirement at 500 hour intervals. I am hoping there is someone
who had the inspection done out there who can shed some information on it.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=391605#391605
________________________________________________________________________________
| From: | "Ralph E. Capen" <recapen(at)earthlink.net> |
| Subject: | Re: LASAR 500 Hour inspection Requirement |
So, I'm a few hundred flight hours behind you.....
-----Original Message-----
>From: Edwardoc <Rv8tor(at)mac.com>
>Sent: Jan 4, 2013 10:20 AM
>To: rv-list(at)matronics.com
>Subject: RV-List: Re: LASAR 500 Hour inspection Requirement
>
>
>I do not have those manuals. All I have is the install manual which has an inspection/overhaul
requirement at 500 hour intervals. I am hoping there is someone
who had the inspection done out there who can shed some information on it.
>
>
>Read this topic online here:
>
>http://forums.matronics.com/viewtopic.php?p=391605#391605
>
>
________________________________________________________________________________
| From: | RV6 Flyer <rv6_flyer(at)hotmail.com> |
| Subject: | Re: LASAR 500 Hour inspection Requirement |
http://www.championaerospace.com/support/technical-publications/
They are expensive IMHO.
Gary A. Sobek
"My Sanity" RV-6 N157GS O-320 Hartzell=2C
2=2C672+ Flying Hours So. CA=2C USA
> Date: Fri=2C 4 Jan 2013 10:43:53 -0500
> From: recapen(at)earthlink.net
> To: rv-list(at)matronics.com
> Subject: Re: RV-List: Re: LASAR 500 Hour inspection Requirement
>
>
>
> So=2C I'm a few hundred flight hours behind you.....
>
> -----Original Message-----
> >From: Edwardoc <Rv8tor(at)mac.com>
> >Sent: Jan 4=2C 2013 10:20 AM
> >To: rv-list(at)matronics.com
> >Subject: RV-List: Re: LASAR 500 Hour inspection Requirement
> >
> >
> >I do not have those manuals. All I have is the install manual which has
an inspection/overhaul requirement at 500 hour intervals. I am hoping the
re is someone who had the inspection done out there who can shed some infor
mation on it.
> >
> >
> >
> >
> >Read this topic online here:
> >
> >http://forums.matronics.com/viewtopic.php?p=391605#391605
________________________________________________________________________________
| From: | "Ralph E. Capen" <recapen(at)earthlink.net> |
| Subject: | Re: LASAR 500 Hour inspection Requirement |
Wow you are correct - gotta find someone that has a set and borrow them for
a case of beer...
From: owner-rv-list-server(at)matronics.com
[mailto:owner-rv-list-server(at)matronics.com] On Behalf Of RV6 Flyer
Sent: Friday, January 04, 2013 11:44 AM
Subject: RE: RV-List: Re: LASAR 500 Hour inspection Requirement
http://www.championaerospace.com/support/technical-publications/
They are expensive IMHO.
Gary A. Sobek
"My Sanity" RV-6 N157GS O-320 Hartzell,
2,672+ Flying Hours So. CA, USA
> Date: Fri, 4 Jan 2013 10:43:53 -0500
> From: recapen(at)earthlink.net
> To: rv-list(at)matronics.com
> Subject: Re: RV-List: Re: LASAR 500 Hour inspection Requirement
>
>
>
> So, I'm a few hundred flight hours behind you.....
>
> -----Original Message-----
> >From: Edwardoc <Rv8tor(at)mac.com>
> >Sent: Jan 4, 2013 10:20 AM
> >To: rv-list(at)matronics.com
> >Subject: RV-List: Re: LASAR 500 Hour inspection Requirement
> >
> >
> >I do not have those manuals. All I have is the install manual which has
an inspection/overhaul requirement at 500 hour intervals. I am hoping there
is someone who had the inspection done out there who can shed some
information on it.
> >
> >
> >
> >
> >Read this topic online here:
> >
> >http://forums.matronics.com/viewtopic.php?p=391605#391605
________________________________________________________________________________
| From: | "Ralph E. Capen" <recapen(at)earthlink.net> |
| Subject: | SLICK / LASAR manuals |
Does anyone have an electronic copy of the F-1100 Slick Master Service
Manual (not just the index) and the L-1500 LASAR Ignition System Master
Service Manual?
Would like to borrow and figure out the 500 hour rebuild requirement..
Ralph Capen
________________________________________________________________________________
| From: | Charles Kuss <chaskuss(at)yahoo.com> |
| Subject: | Re: SLICK / LASAR manuals |
Ralph,
=C2-I really have to wonder about you sometimes.=C2- =C2-=C2- Why w
ould I only need to "loan" an electronic document???=C2- I do not have th
e F-1100 manual. However, I DO have the L-1503 rev A Overhaul and Maintenan
ce Manual, circa 2000. Chapter 4 outlines what needs to be done for the 500
hour service. Dis-assembly, inspection and reassembly are Chapters 7 thru
9. Chapter 11 has a parts break down. Will this work for you??
Charlie Kuss
--- On Sat, 1/5/13, Ralph E. Capen wrote:
From: Ralph E. Capen <recapen(at)earthlink.net>
Subject: RV-List: SLICK / LASAR manuals
Date: Saturday, January 5, 2013, 8:15 AM
Does anyone have an electronic copy of the F-1100 Slick Master Service Manu
al (not just the index) and the L-1500 LASAR Ignition System Master Service
Manual? =C2-Would like to borrow and figure out the 500 hour rebuild req
=======0A=0A
________________________________________________________________________________
| From: | Charles Kuss <chaskuss(at)yahoo.com> |
| Subject: | Re: LASAR 500 Hour inspection Requirement |
Ralph,
=C2-I like Labatts or Ice House. No need for an entire case, as I only se
nt you half of what you are looking for. If we ever meet, you can buy me a
single beer. Do you ever get to Sun N' Fun? I ask, because I volunteer at t
he SHEET METAL WORKSHOP there.
Charlie Kuss
PS Please forward a copy of the F-1100 manual to me, if you find it.
--- On Sat, 1/5/13, Ralph E. Capen wrote:
From: Ralph E. Capen <recapen(at)earthlink.net>
Subject: RE: RV-List: Re: LASAR 500 Hour inspection Requirement
Date: Saturday, January 5, 2013, 8:11 AM
Wow you are correct =93 gotta find someone that has a set and borrow
them for a case of beer.. =C2-From: owner-rv-list-server@matroni
cs.com [mailto:owner-rv-list-server(at)matronics.com] On Behalf Of RV6 Flyer
Sent: Friday, January 04, 2013 11:44 AM
Subject: RE: RV-List: Re: LASAR 500 Hour inspection Requirement =C2-http:
//www.championaerospace.com/support/technical-publications/
They are expensive IMHO.
Gary A. Sobek
"My Sanity" RV-6 N157GS O-320 Hartzell,
2,672+ Flying Hours So. CA, USA > Date: Fri, 4 Jan 2013 10:43:53 -0500
> From: recapen(at)earthlink.net
> To: rv-list(at)matronics.com
> Subject: Re: RV-List: Re: LASAR 500 Hour inspection Requirement
>
>
>
> So, I'm a few hundred flight hours behind you.....
>
> -----Original Message-----
> >From: Edwardoc <Rv8tor(at)mac.com>
> >Sent: Jan 4, 2013 10:20 AM
> >To: rv-list(at)matronics.com
> >Subject: RV-List: Re: LASAR 500 Hour inspection Requirement
> >
> >
> >I do not have those manuals. All I have is the install manual which has
an inspection/overhaul requirement at 500 hour intervals. I am hoping there
is someone who had the inspection done out there who can shed some informa
tion on it.
> >
> >
> >
> >
> >Read this topic online here:
> >
> >http://forums.matronics.com/viewtopic.php?p=391605#391605 =C2- =C2
-http://www.matronics.com/Navigator?RV-Listhttp://forums.matronics.comhtt
======0A=0A
________________________________________________________________________________
| From: | Vince Frazier <vincefrazier(at)gmail.com> |
Charlie,
I have the http://www.liftreserve.com/ gauge in my plane and am quite
pleased with it. It requires no power to operate so in my opinion it makes
a great backup to our electric panels... or any other panel.
Not affiliated with LRI, just a happy customer.
Thanks,
Vince Frazier
Flyboy Accessories
3963 Caborn Road North
Mount Vernon, IN 47620
812-464-1839
1-888-8FLYBOY
1-888-835-9269
www.flyboyaccessories.com
On Sat, Jan 5, 2013 at 2:02 AM, RV-List Digest Server wrote:
> From: "charlie" <cheathco(at)cox.net>
> Subject: RV-List: AOA units
>
> I was reading about an AOA that seems easier to install and not terribly
> expensive. I would like to hear from those of you (if any) who have an
> AOA in your plane. How useful? Any Caveats? Thanks, Charlie
>
________________________________________________________________________________
| From: | "Ralph E. Capen" <recapen(at)earthlink.net> |
| Subject: | SLICK / LASAR manuals |
And yes these would probably help.
Thanks!
From: owner-rv-list-server(at)matronics.com
[mailto:owner-rv-list-server(at)matronics.com] On Behalf Of Charles Kuss
Sent: Saturday, January 05, 2013 2:11 PM
Subject: Re: RV-List: SLICK / LASAR manuals
Ralph,
I really have to wonder about you sometimes.
<http://mail.yimg.com/nq/mc/1_0_0/mesg/tsmileys2/11.gif> Why would I
only need to "loan" an electronic document??? I do not have the F-1100
manual. However, I DO have the L-1503 rev A Overhaul and Maintenance
Manual, circa 2000. Chapter 4 outlines what needs to be done for the 500
hour service. Dis-assembly, inspection and reassembly are Chapters 7
thru 9. Chapter 11 has a parts break down. Will this work for you??
Charlie Kuss
--- On Sat, 1/5/13, Ralph E. Capen wrote:
From: Ralph E. Capen <recapen(at)earthlink.net>
Subject: RV-List: SLICK / LASAR manuals
Date: Saturday, January 5, 2013, 8:15 AM
Does anyone have an electronic copy of the F-1100 Slick Master Service
Manual (not just the index) and the L-1500 LASAR Ignition System Master
Service Manual?
Would like to borrow and figure out the 500 hour rebuild
requirement.
Ralph Capen
"http://www.matronics.com/Navigator?RV-List">http://www.matronics.com/Nav
ig_blank"
href="http://forums.matronics.com">http://forums.matronics.com
________________________________________________________________________________
| From: | "Valovich, Paul" <pvalovich(at)dcscorp.com> |
| Subject: | Re: AOA unitsAOA units |
I have an AFS Pro AOA displayed on my 4500 in my -8A - and never use it.
Never thought I'd say the above since I'm a former 30 year Navy carrier guy
who never used airspeed for landing or maneuvering.
I've spent a lot of time exploring the low speed flight envelope and am pre
tty comfortable maneuvering the -8A by feel and an occasional glance at the
4500 airspeed readout and separate g meter.
For me (your site picture / butt feel may vary) it was becoming very famili
ar with the nose position required to hold 70 kts in a normal approach - an
d being willing to respond to the weird short hair feelings when excessive
angle of bank / g's are introduced in the pattern during an abnormal approa
ch. And being willing to let go of the stick for instantaneous recovery dur
ing acro.
________________________________________________________________________________
| From: | Linn <flying-nut(at)cfl.rr.com> |
| Subject: | Re: AOA unitsAOA units |
I'm always amazed at the question in conversation about my Pitts ......
what airspeed do you flare at? How would I know? I'm far more
interested in where I'm crashing than how fast it's happening!!!! :-P
When you have a lot of hours in any airplane your senses will come into
full play .... your hearing, stick forces, and sight picture will keep
you out of trouble. Like me, it may take a few landings that aren't
pretty ..... but I look at them as training aids.
Having said that, I'm installing AOA in my RV-10 just because it's built
into my MGL Odysseys.
Never paid any attention to the stall warning horns before so I don't
see that changing. Might be fun to play with though!!!
Linn
On 1/7/2013 10:18 AM, Valovich, Paul wrote:
>
> I have an AFS Pro AOA displayed on my 4500 in my -8A -- and never use it.
>
> Never thought I'd say the above since I'm a former 30 year Navy
> carrier guy who never used airspeed for landing or maneuvering.
>
> I've spent a lot of time exploring the low speed flight envelope and
> am pretty comfortable maneuvering the -8A by feel and an occasional
> glance at the 4500 airspeed readout and separate g meter.
>
> For me (your site picture / butt feel may vary) it was becoming very
> familiar with the nose position required to hold 70 kts in a normal
> approach -- and being willing to respond to the weird short hair
> feelings when excessive angle of bank / g's are introduced in the
> pattern during an abnormal approach. And being willing to let go of
> the stick for instantaneous recovery during acro.
>
> *
>
>
> *
>
> No virus found in this message.
> Checked by AVG - www.avg.com <http://www.avg.com>
>
________________________________________________________________________________
| From: | "John J" <n212pj(at)gmail.com> |
| Subject: | AOA unitsAOA units |
AOA = cheap insurance for when your butt and brain are tired
John
From: owner-rv-list-server(at)matronics.com
[mailto:owner-rv-list-server(at)matronics.com] On Behalf Of Linn
Sent: Monday, January 07, 2013 8:21 AM
Subject: Re: RV-List: AOA unitsAOA units
I'm always amazed at the question in conversation about my Pitts ...... what
airspeed do you flare at? How would I know? I'm far more interested in
where I'm crashing than how fast it's happening!!!! :-P
When you have a lot of hours in any airplane your senses will come into full
play .... your hearing, stick forces, and sight picture will keep you out of
trouble. Like me, it may take a few landings that aren't pretty ..... but I
look at them as training aids.
Having said that, I'm installing AOA in my RV-10 just because it's built
into my MGL Odysseys.
Never paid any attention to the stall warning horns before so I don't see
that changing. Might be fun to play with though!!!
Linn
On 1/7/2013 10:18 AM, Valovich, Paul wrote:
I have an AFS Pro AOA displayed on my 4500 in my -8A - and never use it.
Never thought I'd say the above since I'm a former 30 year Navy carrier guy
who never used airspeed for landing or maneuvering.
I've spent a lot of time exploring the low speed flight envelope and am
pretty comfortable maneuvering the -8A by feel and an occasional glance at
the 4500 airspeed readout and separate g meter.
For me (your site picture / butt feel may vary) it was becoming very
familiar with the nose position required to hold 70 kts in a normal approach
- and being willing to respond to the weird short hair feelings when
excessive angle of bank / g's are introduced in the pattern during an
abnormal approach. And being willing to let go of the stick for
instantaneous recovery during acro.
No virus found in this message.
Checked by AVG - www.avg.com
01/07/13
________________________________________________________________________________
| From: | "charlie" <cheathco(at)cox.net> |
| Subject: | Ground adjustable composit prop for RV's |
Sensenich will begin deliveries next month. Wondering if anyone with
o-320 (which is what they are made for) is, or would consider installing
one? Charlie H
________________________________________________________________________________
| From: | TERRY MORTIMORE <terry.mortimore(at)shaw.ca> |
| Subject: | Re: Ground adjustable composit prop for RV's |
Hi Charlie, I'm leaning that way. I've been admiring them for a few years now.
I'm reluctant to be the first to adopt them, but I will not need it until the
fall so I'm hoping there will be a few in service by then.
Terry.
----- Original Message -----
From: charlie <cheathco(at)cox.net>
Subject: RV-List: Ground adjustable composit prop for RV's
Sensenich will begin deliveries next month. Wondering if anyone with o-320 (which
is what they are made for) is, or would consider installing one? Charlie H
________________________________________________________________________________
| From: | Matt Dralle <dralle(at)matronics.com> |
| Subject: | External Flight Plans - Dynon Skyview/Garmin 696 |
Dear Listers,
Below is a dialog that I'm currently having with Dynon technical support regarding
the support for External Flight Plans on the Dynon Skyview. I have a Garmin
696 connected serially to the Dynon and use it for primary GPS positional data.
I would like to also have it transfer the current flight plan data as its
a LOT easier to look up remote airports, etc. on the Garmin696. But, for some
reason, the flight plan data doesn't seem to propagate to the Skyview; I can
only assume because the Dynon is ignoring the GPRMB NMEA0182 data fields.
In contrast, I have a King Skymap IIIc connected to the GRT HXs in the RV-8 (for
testing) and I am able to easily get external flight plan data from the Skymap
to the GRT HX over the serial line (see screen shots)
Finally, with the new ADSB receiver on the Skyview, I'm no longer getting Traffic
data on the Garmin 696. With just the Mode S transponder, I get traffic targets
when I'm in traffic areas so the TIS data link (Skyvew->Garmin696) seems
to be working. But as soon as I enable the ADSB receiver, I no longer get the
traffic on the Garmin 696 even though the ADSB traffic is showing up on the
Skyview Map and PDF displays.
Below are some composite screen shots I made for Dynon with embedded comments and
documentation to describe what I'm seeing. I thought I'd share with the rest
of the group in case someone maybe had some feedback or thoughts.
-
Matt Dralle
RV-8 #82880 N998RV "Ruby Vixen"
http://www.mattsrv8.com - Matt's Complete RV-8 Construction Log
http://www.mattsrv8.com/Mishap - Landing Mishap Rebuild Log
http://www.youtube.com/MattsRV8 - Matt's RV-8 HDTV YouTube Channel
Status: 172+ Hours TTSN - Rebuilding Fuselage After Landing Mishap...
RV-6 #20916 N360EM "The Flyer"
http://www.mattsrv6.com - Matt's RV-6 Revitalization Log
Status: 120+ Hours Since Purchase - Upgrades Complete; Now In Full Flyer Mode
At 10:36 AM 2/1/2013 Friday, you wrote:
>Matt,
>
>Please do send some screen shots. We will fly a flight plan from the Garmin. Do
you see the CDI on the HSI?
>
>I can make sense out of this with a picture.
>
>Mike H
>
>Dynon Avionics Technical Support
>support(at)dynonavionics.com
>Phone: 425-402-0433 - 07:00-17:00 Pacific weekdays
>---
>
>-----Original Message-----
>From: "Matt Dralle" <dralle(at)matronics.com>
>Reply-To: "Matt Dralle"
>Date: Fri, 01 Feb 2013 10:01:39 -0800
>To: "Dynon Technical Support"
>Cc: "dralle(at)matronics.com" , "michael Woolson"
>Subject: Re: (Case 117228) Garmin GPS696 Input to Skyview
>
>>Hi Mike,
>>
>>That's not what I'm talking about. What I mean is when I go into the Garmin
and enter in a flight plan. For example, KLVK to KEDU to KMRY. These destinations
are being transmitted by the Garmin over the NMEA 0183 serial output but
the Skyview isn't using them. I have to go into the Skyview and reenter the
destinations.
>>
>>In contrast, on my Garmin to GRT HX installation, if I have a flight plan entered
into the Garmin, that information is picked up and used by the GRT HX. If
I don't have a flight plan on the Garmin, then the GRT HX uses whatever I enter
in on the GRT HX. I can sent you some screen shots if you want.
>>
>>Matt
>>
>>At 09:26 AM 2/1/2013 Friday, you wrote:
>>
Hi Mike,
Please see that attached two images. The first describes what I'm seeing on the
Dynon/Garmin696 and the second shows what I'm getting on the GRT HX/SkymapIIIc.
The third shot is of my Dynon and Garmin 696 configuration.
Note that with the Dynon, there's no external flight plan data utiliation.
Note on the GRT, there is full external flight plan data utilization. I've included
the NMEA0183 data strings that include the flight plan data.
Also note, the lack of ADSB traffic on the Garmin 696 when the ADSB is enabled.
With the ADSB DISABLED, the Mode S traffic appears.
Emacs!
Emacs!
Emacs!
________________________________________________________________________________
| From: | Matt Dralle <dralle(at)matronics.com> |
| Subject: | External Flight Plans - Dynon Skyview/Garmin 696 |
Dear Listers,
Below is a dialog that I'm currently having with Dynon technical support regarding
the support for External Flight Plans on the Dynon Skyview. I have a Garmin
696 connected serially to the Dynon and use it for primary GPS positional data.
I would like to also have it transfer the current flight plan data as its
a LOT easier to look up remote airports, etc. on the Garmin696. But, for some
reason, the flight plan data doesn't seem to propagate to the Skyview; I can
only assume because the Dynon is ignoring the GPRMB NMEA0182 data fields.
In contrast, I have a King Skymap IIIc connected to the GRT HXs in the RV-8 (for
testing) and I am able to easily get external flight plan data from the Skymap
to the GRT HX over the serial line (see screen shots)
Finally, with the new ADSB receiver on the Skyview, I'm no longer getting Traffic
data on the Garmin 696. With just the Mode S transponder, I get traffic targets
when I'm in traffic areas so the TIS data link (Skyvew->Garmin696) seems
to be working. But as soon as I enable the ADSB receiver, I no longer get the
traffic on the Garmin 696 even though the ADSB traffic is showing up on the
Skyview Map and PDF displays.
Below are some composite screen shots I made for Dynon with embedded comments and
documentation to describe what I'm seeing. I thought I'd share with the rest
of the group in case someone maybe had some feedback or thoughts.
-
Matt Dralle
RV-8 #82880 N998RV "Ruby Vixen"
http://www.mattsrv8.com - Matt's Complete RV-8 Construction Log
http://www.mattsrv8.com/Mishap - Landing Mishap Rebuild Log
http://www.youtube.com/MattsRV8 - Matt's RV-8 HDTV YouTube Channel
Status: 172+ Hours TTSN - Rebuilding Fuselage After Landing Mishap...
RV-6 #20916 N360EM "The Flyer"
http://www.mattsrv6.com - Matt's RV-6 Revitalization Log
Status: 120+ Hours Since Purchase - Upgrades Complete; Now In Full Flyer Mode
At 10:36 AM 2/1/2013 Friday, you wrote:
>Matt,
>
>Please do send some screen shots. We will fly a flight plan from the Garmin. Do
you see the CDI on the HSI?
>
>I can make sense out of this with a picture.
>
>Mike H
>
>Dynon Avionics Technical Support
>support(at)dynonavionics.com
>Phone: 425-402-0433 - 07:00-17:00 Pacific weekdays
>---
>
>-----Original Message-----
>From: "Matt Dralle" <dralle(at)matronics.com>
>Reply-To: "Matt Dralle"
>Date: Fri, 01 Feb 2013 10:01:39 -0800
>To: "Dynon Technical Support"
>Cc: "dralle(at)matronics.com" , "michael Woolson"
>Subject: Re: (Case 117228) Garmin GPS696 Input to Skyview
>
>>Hi Mike,
>>
>>That's not what I'm talking about. What I mean is when I go into the Garmin
and enter in a flight plan. For example, KLVK to KEDU to KMRY. These destinations
are being transmitted by the Garmin over the NMEA 0183 serial output but
the Skyview isn't using them. I have to go into the Skyview and reenter the
destinations.
>>
>>In contrast, on my Garmin to GRT HX installation, if I have a flight plan entered
into the Garmin, that information is picked up and used by the GRT HX. If
I don't have a flight plan on the Garmin, then the GRT HX uses whatever I enter
in on the GRT HX. I can sent you some screen shots if you want.
>>
>>Matt
>>
>>At 09:26 AM 2/1/2013 Friday, you wrote:
>>
Hi Mike,
Please see that attached two images. The first describes what I'm seeing on the
Dynon/Garmin696 and the second shows what I'm getting on the GRT HX/SkymapIIIc.
The third shot is of my Dynon and Garmin 696 configuration.
Note that with the Dynon, there's no external flight plan data utiliation.
Note on the GRT, there is full external flight plan data utilization. I've included
the NMEA0183 data strings that include the flight plan data.
Also note, the lack of ADSB traffic on the Garmin 696 when the ADSB is enabled.
With the ADSB DISABLED, the Mode S traffic appears.
Emacs!
Emacs!
Emacs!
________________________________________________________________________________
| From: | Matt Dralle <dralle(at)matronics.com> |
| Subject: | Re: (Case 117320) VP-200 Compatibility with Dynon Skyview 5.1 |
EMS Data
(I sent the message below to Dynon this afternoon. FYI -Matt)
Dear Dynon Support,
I was forwarded the text immediately below regarding the new Skyview Version 5.1
issue and EMS data stream compatibility with Vertical Power VP-200
I think that Dynon is kind of missing the point here. Dynon has, for all intents
and purposes, developed a "standard" for this EMS data format. Whether arbitrary
3rd parties use it and/or communicate that use to Dynon is also beside
the point. Dynon has committed to a certain format and as such cannot change
it without incurring some serious, potentially negative and/or life threatening
ramifications in the field. The designers of TCP/IP didn't just randomly decide
to change the order and meaning byte values in the standard. A standard
is a standard. When its done and released, *its done*. Version 1.0 cannot be
updated.
Adding a "version string" to the data stream doesn't work either as the devices
listening to version 1.0 don't know the version string is there and are equally
as broken.
The only option is to version each new format and allow the user to select between
the various version. Or, depending on the flexibility of the protocol, ADD
new data strings to the format. But the original data strings *cannot* be changed.
For example, in NMEA0183, $GPGGAxxx, $GPRMCxxx etc. allow for a progression
of new formats to be added. But the format of $GPGGAxxx always has to
remain the same.
I work at a Government research laboratory in Livermore where I engineer and write
embedded firmware for remote security terminals that are used throughout the
Department of Energy sites. Part of that responsibility is to design, implement,
and utilize serial protocols for communicating between various devices
over both RS485 and Ethernet. If I were to make a change to our protocol like
Dynon has done in the upgrade between 5.0 and 5.1, I would be fired. Plain and
simple. Even IF everyone that is using the protocol happens to be notified
of the change, there is still the issue of incrementally upgrading all of the
end devices.
I guess my point here is that Dynon needs to take their various "proprietary" serial
protocols a whole lot more seriously. I believe this is now at least the
*third* time that a protocol change has adversely impacted the user community.
That is *not* acceptable. I would have probably been fired after the first
indiscretion, if not strongly reprimanded. The second and third times would
just not have happened.
For protocol versioning control, Dynon needs to either add additional named strings
to their protocol or they need to simply start versioning each change AND
including support for all versions in their products. For example, the user
should be able to select between EMS Version 1 or EMS Version 2 or EMS Version
3 from the configuration menu. The format of EMS Version 1 or any previous versions
can never change; period.
And finally, given Dynon's lackadaisical attitude toward their protocol specifications,
I find it almost impossible to believe that a simple downgrade from Version
5.1 to 5.0 is, by default, disallowed? Why aren't the same Draconian version
control practices imposed on the customers, applied to their software developers
as well?
Matt Dralle
RV-8/RV-6/RV-4
>Forwarded Email (Originally from Dynon Support)
>
> We updated the serial stream because we had some important customers that asked
for specific elements to be added to the stream. We knew this was a possibility
since day one, and even put a version number in the serial stream so an
application can tell that the stream has been changed. We would always prefer
to not change the format, but at some point you need to balance the needs of a
variety of customers, and we had a clear business case to support customers asking
for new features in the serial stream.
>
>One of the issues here is that the VP-200 is not a product we "support." While
we have official support for the VP-X,
>Vertical Power used our serial stream for the VP-200 on their own accord without
any input from us. This is fine and in fact the whole reason that we created
a documented serial stream, but this means we didn't even really know they were
using it so it's hard for us to realize that we were going to break anything.
Compatibility is something that we test every release for products we support,
but isn't something that we can promise for arbitrary 3rd party devices
that few of our customers use.
>
>We only moved a few parameters around in the new serial stream, so it's unfortunate
that it will take them months to fix this as it's likely just a few constants
in their code to make it work again.
>
>It is possible to revert to 5.0 without much hassle. Contact support via email
or phone and we can send you instructions.
At 03:48 PM 2/1/2013 Friday, Dynon Technical Support wrote:
>Matt:
>
>Another customer told us today that Vertical Power recommended not updating to
v5.1 because of changes Dynon made to the streaming data format.
>
>We advise talking to Vertical Power first.
>
>Thanks,
>
>Steve
>
>Dynon Avionics Technical Support
>support(at)dynonavionics.com
>Phone: 425-402-0433 - 07:00-17:00 Pacific weekdays
>
>-----Original Message-----
>From: "Matt Dralle" <dralle(at)matronics.com>
>Reply-To: "Matt Dralle"
>Date: Fri, 01 Feb 2013 15:26:51 -0800
>To: "support(at)dynonavionics.com"
>Cc: "support(at)verticalpower.com"
>Subject: VP-200 Compatibility with Dynon Skyview 5.1 EMS Data
>
>>With the release of Skyview 5.1, it seems there might be an issue with the new
EMS data format from the Skyview and compatibility with the Vertical Power VP-200
EMS input.
>>
>>I haven't upgraded my Skyview from 5.0 to 5.1 but I was planning to on Saturday.
Any thoughts?
>>
>>Here's the thread from the RV10-List Forum (towards the bottom):
>>
>>http://forums.matronics.com/viewtopic.php?p=393418#393418
>>
>>Thanks for your help,
>>
>>Matt Dralle
>>
Matt G Dralle | Matronics | 581 Jeannie Way | Livermore | CA | 94550
925-606-1001 V | 925-606-6281 F | dralle(at)matronics.com Email
http://www.matronics.com/ WWW | Featuring Products For Aircraft
________________________________________________________________________________
| From: | "DEAN PSIROPOULOS" <dean.psiropoulos(at)verizon.net> |
| Subject: | Sensenich Composite Prop |
A friend who is a corporate pilot and uses his RV-6A to commute to work was
the fortunate person who got to do the testing of this new prop (on his 160
Lycoming). Early on there were some serious issues that it looks like
Sensenich has (mostly) solved. One of those issues was that the leading
edge had a tendency to erode in rain and that was supposed to be fixed by
installing a metal overlay that covers the material around and about a
quarter inch back from leading edge. When I stopped to visit Ed last
Saturday, I was looking at the prop and noticed that some of the surface of
what looks like a resin top coat (that extends just slightly above the
surface of the leading edge metal overlay about 1/16th inch) had chipped off
behind the metal overlay in a few places.
I didn't get a chance to ask Ed what had caused that so I don't know what
his thoughts are on it. Ed does fly the RV-6A day/night in all kinds of
weather and through the heavy afternoon Florida summer downpours and, he was
getting tired of worrying about the leading edges of the wood prop he was
using (didn't want to have to detour around heavy weather when he had to be
at work ASAP). The prop was still on the airplane and he was obviously still
flying it that way so it's not a structural issue (the only way I can think
to describe it is if there had been a buildup of "bondo" behind the leading
edge metal overlay and rain or some other substance had struck the edge of
the "bondo" (that stuck up just behind the metal overlay) and just chipped
the "bondo" away from the surface of the blade about 1/4 in back from the
metal overlay and about 1/4 inch wide in a few places). The blade structure
did not look compromised to me but, had I spent $3500.00 on that prop (and
it's asthetically a beautiful looking prop) only to have some of the blade
surface resin chip away, I would not be too happy about it. This resin to
which I'm referring to may just be a very thick coat of epoxy paint but the
chipping still ruins the asthetics of the prop when you look at it up close,
something I'm sure their customers would not be happy about in any case.
Sensenich also makes a smaller version of this prop that is used on the
Rotax 912 (100HP) engines. Tampa Bay Aerosports installs this prop on their
Revo weight shift trikes that they sell and I know some folks that own these
trikes. They had returned one the blades to Sensenich for some work due to
some of the resin chipping off similar to what I described above. Last I
talked to them they had flown with the repaired blade for several hours only
to have the problem recur (I inspected that blade and it looked a bit more
serious like maybe a rock had struck the blade the second time so it may not
have been a faulty repair, I won't know until I talk to them again).
Obviously an issue like this resin chipping is not something one would want
to have occur very often. The good part is that, IT IS Sensenich and they
make these in Plant City Florida so if you live in the USA it will be a lot
less inconvenient than sending an MT prop back to Germany. But, it would
mean having the airplane not flyable for a few weeks while the prop is
repaired and that's not something we all want to happen often.
As far as the performance of the prop, Ed has great things to say about
that, he loves it. Smooth, light and easy to adjust for the performance
you want and he says it performs a lot like a CS prop without all the weight
and complexity. So if they get this chipping resin problem solved I may
have to consider one myself.
Before I get the Plant City folks too ticked off at me though, let me
recommend their metal RV props. I've been using their FP metal prop on a 180
HP RV-6A for several years and I love it. Yes it's a little heavier than
wood or composite (40Lbs vs about 15 for wood and its mounting hardware) but
it is very robust and even though it's a cruise prop that doesn't give me
full RPM for takeoff, that's not an issue with extra power the RV has. Also,
if you are going to fly with two people and baggage for long trips, you
might need that extra weight up front to avoid weight and balance issues. I
had considered composite and Hartzell CS props while building the RV and
just couldn't justify spending the money when FP RVs have more than adequate
power available for takeoff. Sure if you are flying out of a high altitude
short strip, you might need every ounce of power you'd get from a CS
installation but, very rarely and, I'd rather put the $3-5 thousand extra
dollars in the gas tank and have that much more flying time. The MT props
are beautiful smooth and light but, aside from the cost to purchase, having
to remove them for maintenance and send them to Germany at great expense at
fairly regular intervals makes even less sense than buying a Hartzell CS.
Just one RV guy's opinion, consider what you paid for it.
Dean Psiropoulos
RV-6A 197DM
3+ years of flying fun
________________________________ Original Message
_____________________________________
From: "charlie" <cheathco(at)cox.net>
Subject: RV-List: Ground adjustable composit prop for RV's
Sensenich will begin deliveries next month. Wondering if anyone with
o-320 (which is what they are made for) is, or would consider installing
one? Charlie H
________________________________________________________________________________
| From: | Linn <flying-nut(at)cfl.rr.com> |
| Subject: | Re: Sensenich Composite Prop |
FYI .... MT is located on Deland FL airport .... next to the Gin Mill
restaurant.
Linn
On 2/4/2013 2:12 AM, DEAN PSIROPOULOS wrote:
>
> A friend who is a corporate pilot and uses his RV-6A to commute to work was
> the fortunate person who got to do the testing of this new prop (on his 160
> Lycoming). Early on there were some serious issues that it looks like
> Sensenich has (mostly) solved. One of those issues was that the leading
> edge had a tendency to erode in rain and that was supposed to be fixed by
> installing a metal overlay that covers the material around and about a
> quarter inch back from leading edge. When I stopped to visit Ed last
> Saturday, I was looking at the prop and noticed that some of the surface of
> what looks like a resin top coat (that extends just slightly above the
> surface of the leading edge metal overlay about 1/16th inch) had chipped off
> behind the metal overlay in a few places.
>
> I didn't get a chance to ask Ed what had caused that so I don't know what
> his thoughts are on it. Ed does fly the RV-6A day/night in all kinds of
> weather and through the heavy afternoon Florida summer downpours and, he was
> getting tired of worrying about the leading edges of the wood prop he was
> using (didn't want to have to detour around heavy weather when he had to be
> at work ASAP). The prop was still on the airplane and he was obviously still
> flying it that way so it's not a structural issue (the only way I can think
> to describe it is if there had been a buildup of "bondo" behind the leading
> edge metal overlay and rain or some other substance had struck the edge of
> the "bondo" (that stuck up just behind the metal overlay) and just chipped
> the "bondo" away from the surface of the blade about 1/4 in back from the
> metal overlay and about 1/4 inch wide in a few places). The blade structure
> did not look compromised to me but, had I spent $3500.00 on that prop (and
> it's asthetically a beautiful looking prop) only to have some of the blade
> surface resin chip away, I would not be too happy about it. This resin to
> which I'm referring to may just be a very thick coat of epoxy paint but the
> chipping still ruins the asthetics of the prop when you look at it up close,
> something I'm sure their customers would not be happy about in any case.
>
> Sensenich also makes a smaller version of this prop that is used on the
> Rotax 912 (100HP) engines. Tampa Bay Aerosports installs this prop on their
> Revo weight shift trikes that they sell and I know some folks that own these
> trikes. They had returned one the blades to Sensenich for some work due to
> some of the resin chipping off similar to what I described above. Last I
> talked to them they had flown with the repaired blade for several hours only
> to have the problem recur (I inspected that blade and it looked a bit more
> serious like maybe a rock had struck the blade the second time so it may not
> have been a faulty repair, I won't know until I talk to them again).
> Obviously an issue like this resin chipping is not something one would want
> to have occur very often. The good part is that, IT IS Sensenich and they
> make these in Plant City Florida so if you live in the USA it will be a lot
> less inconvenient than sending an MT prop back to Germany. But, it would
> mean having the airplane not flyable for a few weeks while the prop is
> repaired and that's not something we all want to happen often.
>
> As far as the performance of the prop, Ed has great things to say about
> that, he loves it. Smooth, light and easy to adjust for the performance
> you want and he says it performs a lot like a CS prop without all the weight
> and complexity. So if they get this chipping resin problem solved I may
> have to consider one myself.
>
> Before I get the Plant City folks too ticked off at me though, let me
> recommend their metal RV props. I've been using their FP metal prop on a 180
> HP RV-6A for several years and I love it. Yes it's a little heavier than
> wood or composite (40Lbs vs about 15 for wood and its mounting hardware) but
> it is very robust and even though it's a cruise prop that doesn't give me
> full RPM for takeoff, that's not an issue with extra power the RV has. Also,
> if you are going to fly with two people and baggage for long trips, you
> might need that extra weight up front to avoid weight and balance issues. I
> had considered composite and Hartzell CS props while building the RV and
> just couldn't justify spending the money when FP RVs have more than adequate
> power available for takeoff. Sure if you are flying out of a high altitude
> short strip, you might need every ounce of power you'd get from a CS
> installation but, very rarely and, I'd rather put the $3-5 thousand extra
> dollars in the gas tank and have that much more flying time. The MT props
> are beautiful smooth and light but, aside from the cost to purchase, having
> to remove them for maintenance and send them to Germany at great expense at
> fairly regular intervals makes even less sense than buying a Hartzell CS.
> Just one RV guy's opinion, consider what you paid for it.
>
> Dean Psiropoulos
> RV-6A 197DM
> 3+ years of flying fun
> ________________________________ Original Message
> _____________________________________
>
>
> From: "charlie" <cheathco(at)cox.net>
> Subject: RV-List: Ground adjustable composit prop for RV's
>
> Sensenich will begin deliveries next month. Wondering if anyone with
> o-320 (which is what they are made for) is, or would consider installing
> one? Charlie H
>
>
> -----
> No virus found in this message.
> Checked by AVG - www.avg.com
>
>
________________________________________________________________________________
| From: | HCRV6(at)comcast.net |
| Subject: | Re: (Case 117320) VP-200 Compatibility with Dynon Skyview |
5.1 EMS Data
Matt, Please keep us in the loop when (IF?) Dynon reply's.
Harry
----- Original Message -----
From: "Matt Dralle" <dralle(at)matronics.com>
Sent: Sunday, February 3, 2013 4:17:59 PM
Subject: RV-List: Re: (Case 117320) VP-200 Compatibility with Dynon Skyview 5.1
EMS Data
(I sent the message below to Dynon this afternoon. FYI -Matt)
Dear Dynon Support,
I was forwarded the text immediately below regarding the new Skyview Version 5.1
issue and EMS data stream compatibility with Vertical Power VP-200
I think that Dynon is kind of missing the point here. Dynon has, for all intents
and purposes, developed a "standard" for this EMS data format. Whether arbitrary
3rd parties use it and/or communicate that use to Dynon is also beside the
point. Dynon has committed to a certain format and as such cannot change it
without incurring some serious, potentially negative and/or life threatening ramifications
in the field. The designers of TCP/IP didn't just randomly decide
to change the order and meaning byte values in the standard. A standard is a
standard. When its done and released, *its done*. Version 1.0 cannot be updated.
Adding a "version string" to the data stream doesn't work either as the devices
listening to version 1.0 don't know the version string is there and are equally
as broken.
The only option is to version each new format and allow the user to select between
the various version. Or, depending on the flexibility of the protocol, ADD
new data strings to the format. But the original data strings *cannot* be changed.
For example, in NMEA0183, $GPGGAxxx, $GPRMCxxx etc. allow for a progression
of new formats to be added. But the format of $GPGGAxxx always has to remain
the same.
I work at a Government research laboratory in Livermore where I engineer and write
embedded firmware for remote security terminals that are used throughout the
Department of Energy sites. Part of that responsibility is to design, implement,
and utilize serial protocols for communicating between various devices over
both RS485 and Ethernet. If I were to make a change to our protocol like Dynon
has done in the upgrade between 5.0 and 5.1, I would be fired. Plain and
simple. Even IF everyone that is using the protocol happens to be notified of
the change, there is still the issue of incrementally upgrading all of the end
devices.
I guess my point here is that Dynon needs to take their various "proprietary" serial
protocols a whole lot more seriously. I believe this is now at least the
*third* time that a protocol change has adversely impacted the user community.
That is *not* acceptable. I would have probably been fired after the first indiscretion,
if not strongly reprimanded. The second and third times would just
not have happened.
For protocol versioning control, Dynon needs to either add additional named strings
to their protocol or they need to simply start versioning each change AND
including support for all versions in their products. For example, the user should
be able to select between EMS Version 1 or EMS Version 2 or EMS Version
3 from the configuration menu. The format of EMS Version 1 or any previous versions
can never change; period.
And finally, given Dynon's lackadaisical attitude toward their protocol specifications,
I find it almost impossible to believe that a simple downgrade from Version
5.1 to 5.0 is, by default, disallowed? Why aren't the same Draconian version
control practices imposed on the customers, applied to their software developers
as well?
Matt Dralle
RV-8/RV-6/RV-4
>Forwarded Email (Originally from Dynon Support)
>
> We updated the serial stream because we had some important customers that asked
for specific elements to be added to the stream. We knew this was a possibility
since day one, and even put a version number in the serial stream so an application
can tell that the stream has been changed. We would always prefer to
not change the format, but at some point you need to balance the needs of a
variety of customers, and we had a clear business case to support customers asking
for new features in the serial stream.
>
>One of the issues here is that the VP-200 is not a product we "support." While
we have official support for the VP-X,
>Vertical Power used our serial stream for the VP-200 on their own accord without
any input from us. This is fine and in fact the whole reason that we created
a documented serial stream, but this means we didn't even really know they were
using it so it's hard for us to realize that we were going to break anything.
Compatibility is something that we test every release for products we support,
but isn't something that we can promise for arbitrary 3rd party devices that
few of our customers use.
>
>We only moved a few parameters around in the new serial stream, so it's unfortunate
that it will take them months to fix this as it's likely just a few constants
in their code to make it work again.
>
>It is possible to revert to 5.0 without much hassle. Contact support via email
or phone and we can send you instructions.
At 03:48 PM 2/1/2013 Friday, Dynon Technical Support wrote:
>Matt:
>
>Another customer told us today that Vertical Power recommended not updating to
v5.1 because of changes Dynon made to the streaming data format.
>
>We advise talking to Vertical Power first.
>
>Thanks,
>
>Steve
>
>Dynon Avionics Technical Support
>support(at)dynonavionics.com
>Phone: 425-402-0433 - 07:00-17:00 Pacific weekdays
>
>-----Original Message-----
>From: "Matt Dralle" <dralle(at)matronics.com>
>Reply-To: "Matt Dralle"
>Date: Fri, 01 Feb 2013 15:26:51 -0800
>To: "support(at)dynonavionics.com"
>Cc: "support(at)verticalpower.com"
>Subject: VP-200 Compatibility with Dynon Skyview 5.1 EMS Data
>
>>With the release of Skyview 5.1, it seems there might be an issue with the new
EMS data format from the Skyview and compatibility with the Vertical Power VP-200
EMS input.
>>
>>I haven't upgraded my Skyview from 5.0 to 5.1 but I was planning to on Saturday.
Any thoughts?
>>
>>Here's the thread from the RV10-List Forum (towards the bottom):
>>
>>http://forums.matronics.com/viewtopic.php?p=393418#393418
>>
>>Thanks for your help,
>>
>>Matt Dralle
>>
Matt G Dralle | Matronics | 581 Jeannie Way | Livermore | CA | 94550
925-606-1001 V | 925-606-6281 F | dralle(at)matronics.com Email
http://www.matronics.com/ WWW | Featuring Products For Aircraft
________________________________________________________________________________
| From: | Ralph Finch <ralphmariafinch(at)gmail.com> |
| Subject: | Re: (Case 117320) VP-200 Compatibility with Dynon Skyview |
5.1 EMS Data
The good news is that Vertical Power is working on a fix for this. My
impression is that it won't take ages to deliver a firmware update for
the VP-200. While Dynon's software release practices are poor, the
burden is on VP and other users of Dynon's protocols to update their
products, rather than Dynon take the lead.
RF
On Mon, Feb 4, 2013 at 12:34 PM, wrote:
> Matt, Please keep us in the loop when (IF?) Dynon reply's.
>
> Harry
>
> ________________________________
> From: "Matt Dralle" <dralle(at)matronics.com>
> To: rv10-list(at)matronics.com, rv-list(at)matronics.com, rv8-list(at)matronics.com
> Sent: Sunday, February 3, 2013 4:17:59 PM
> Subject: RV-List: Re: (Case 117320) VP-200 Compatibility with Dynon Skyview
> 5.1 EMS Data
>
>
> (I sent the message below to Dynon this afternoon. FYI -Matt)
>
>
> Dear Dynon Support,
>
> I was forwarded the text immediately below regarding the new Skyview Version
> 5.1 issue and EMS data stream compatibility with Vertical Power VP-200
>
> I think that Dynon is kind of missing the point here. Dynon has, for all
> intents and purposes, developed a "standard" for this EMS data format.
> Whether arbitrary 3rd parties use it and/or communicate that use to Dynon is
> also beside the point. Dynon has committed to a certain format and as such
> cannot change it without incurring some serious, potentially negative and/or
> life threatening ramifications in the field. The designers of TCP/IP didn't
> just randomly decide to change the order and meaning byte values in the
> standard. A standard is a standard. When its done and released, *its
> done*. Version 1.0 cannot be updated.
>
> Adding a "version string" to the data stream doesn't work either as the
> devices listening to version 1.0 don't know the version string is there and
> are equally as broken.
>
> The only option is to version each new format and allow the user to select
> between the various version. Or, depending on the flexibility of the
> protocol, ADD new data strings to the format. But the original data strings
> *cannot* be changed. For example, in NMEA0183, $GPGGAxxx, $GPRMCxxx etc.
> allow for a progression of new formats to be added. But the format of
> $GPGGAxxx always has to remain the same.
>
> I work at a Government research laboratory in Livermore where I engineer and
> write embedded firmware for remote security terminals that are used
> throughout the Department of Energy sites. Part of that responsibility is
> to design, implement, and utilize serial protocols for communicating between
> various devices over both RS485 and Ethernet. If I were to make a change to
> our protocol like Dynon has done in the upgrade between 5.0 and 5.1, I would
> be fired. Plain and simple. Even IF everyone that is using the protocol
> happens to be notified of the change, there is still the issue of
> incrementally upgrading all of the end devices.
>
> I guess my point here is that Dynon needs to take their various
> "proprietary" serial protocols a whole lot more seriously. I believe this
> is now at least the *third* time that a protocol change has adversely
> impacted the user community. That is *not* acceptable. I would have
> probably been fired after the first indiscretion, if not strongly
> reprimanded. The second and third times would just not have happened.
>
> For protocol versioning control, Dynon needs to either add additional named
> strings to their protocol or they need to simply start versioning each
> change AND including support for all versions in their products. For
> example, the user should be able to select between EMS Version 1 or EMS
> Version 2 or EMS Version 3 from the configuration menu. The format of EMS
> Version 1 or any previous versions can never change; period.
>
> And finally, given Dynon's lackadaisical attitude toward their protocol
> specifications, I find it almost impossible to believe that a simple
> downgrade from Version 5.1 to 5.0 is, by default, disallowed? Why aren't
> the same Draconian version control practices imposed on the customers,
> applied to their software developers as well?
>
> Matt Dralle
> RV-8/RV-6/RV-4
>
>
>>Forwarded Email (Originally from Dynon Support)
>>
>> We updated the serial stream because we had some important customers that
>> asked for specific elements to be added to the stream. We knew this was a
>> possibility since day one, and even put a version number in the serial
>> stream so an application can tell that the stream has been changed. We would
>> always prefer to not change the format, but at some point you need to
>> balance the needs of a variety of customers, and we had a clear business
>> case to support customers asking for new features in the serial stream.
>>
>>One of the issues here is that the VP-200 is not a product we "support."
>> While we have official support for the VP-X,
>>Vertical Power used our serial stream for the VP-200 on their own accord
>> without any input from us. This is fine and in fact the whole reason that we
>> created a documented serial stream, but this means we didn't even really
>> know they were using it so it's hard for us to realize that we were going to
>> break anything. Compatibility is something that we test every release for
>> products we support, but isn't something that we can promise for arbitrary
>> 3rd party devices that few of our customers use.
>>
>>We only moved a few parameters around in the new serial stream, so it's
>> unfortunate that it will take them months to fix this as it's likely just a
>> few constants in their code to make it work again.
>>
>>It is possible to revert to 5.0 without much hassle. Contact support via
>> email or phone and we can send you instructions.
>
>
> At 03:48 PM 2/1/2013 Friday, Dynon Technical Support wrote:
>>Matt:
>>
>>Another customer told us today that Vertical Power recommended not updating
>> to v5.1 because of changes Dynon made to the streaming data format.
>>
>>We advise talking to Vertical Power first.
>>
>>Thanks,
>>
>>Steve
>>
>>Dynon Avionics Technical Support
>>support(at)dynonavionics.com
>>Phone: 425-402-0433 - 07:00-17:00 Pacific weekdays
>>
>>-----Original Message-----
>>From: "Matt Dralle" <dralle(at)matronics.com>
>>Reply-To: "Matt Dralle"
>>Date: Fri, 01 Feb 2013 15:26:51 -0800
>>To: "support(at)dynonavionics.com"
>>Cc: "support(at)verticalpower.com"
>>Subject: VP-200 Compatibility with Dynon Skyview 5.1 EMS Data
>>
>>>With the release of Skyview 5.1, it seems there might be an issue with the
>>> new EMS data format from the Skyview and compatibility with the Vertical
>>> Power VP-200 EMS input.
>>>
>>>I haven't upgraded my Skyview from 5.0 to 5.1 but I was planning to on
>>> Saturday. Any thoughts?
>>>
>>>Here's the thread from the RV10-List Forum (towards the bottom):
>>>
>>>http://forums.matronics.com/viewtopic.php?p=393418#393418
>>>
>>>Thanks for your help,
>>>
>>>Matt Dralle
>>>
>
>
> Matt G Dralle | Matronics | 581 Jeannie Way | Livermore | CA | 94550
> 925-606-1001 V | 925-606-6281 F | dralle(at)matronics.com Email
> http://www.matronics.com/ WWW | Featuring Products For Aircraft
>
>
________________________________________________________________________________
| From: | Kelly McMullen <kellym(at)aviating.com> |
| Subject: | Fwd: [MARKETING] VP-200/Dynon SkyView Service Bulletin |
Well, at least Vertical Power is listening.
-------- Original Message --------
Subject: [MARKETING] VP-200/Dynon SkyView Service Bulletin
Date: Mon, 4 Feb 2013 14:01:09 -0500 (EST)
From: Vertical Power Support <support(at)verticalpower.com>
Having trouble viewing this email? Click Here
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*Vertical Power*
Service Bulletin - February 2013
VP-X
<http://r20.rs6.net/tn.jsp?e=00185byfISc7IAb1h4HHtD5wzOniT38PdUPxwMxeCcb9hjfgv3LdUb4D2y5vcnym-8xWHdjt4ubEC51xz-yUh5EmOMTmEpGm80rrpgGRd7DKXwXhVsRHSXmpCKL5vmjzAom>
See the VP-X
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See the VP-400
<http://r20.rs6.net/tn.jsp?e=00185byfISc7ICvq9BKuCqvLhtMfk8okGM0ZXcNnmP1VEu2viMveDTlQupWywYWiKzVzzApQ7Ol9etGNR3hvfTi_-c9XOjH8MfAdYGNQqNuPdrm9NlyTsP37NxEkvYqcDUj>
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*Service Bulletin:*
*VP-200 and Dynon SkyView*
**
Dynon recently released SkyView 5.1 that added some new data logging
features and at the same time affected the interface to the VP-200.
If you have a VP-200 and Dynon SkyView installed, please do not upgrade
to SkyView 5.1.
*This does NOT affect VP-X customers. *
We are investigating the issue and will have additional details in the
future. Please contact Vertical Power directly (by replying to this
e-mail) if you have any questions.
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-----
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________________________________________________________________________________
| From: | "Pascal" <rv10flyer(at)live.com> |
| Subject: | Re: RV10-List: Fwd: [MARKETING] VP-200/Dynon SkyView Service |
Bulletin
According to Dynon Support -We only moved a few parameters around in the
new serial stream, so it's unfortunate that it will take them months to
fix this as it's likely just a few constants in their code to make it
work again.
Hopefully =9CWe are investigating the issue and will have
additional details in the future.=9D means they may release a fix
much sooner than the expected Q2 that I was told last Friday. Granted
this should not be VP issue, kudos, to Marc for at least providing a
fix, even if it is a potential long wait.
From: Kelly McMullen
Sent: Monday, February 04, 2013 12:50 PM
Subject: RV10-List: Fwd: [MARKETING] VP-200/Dynon SkyView Service
Bulletin
Well, at least Vertical Power is listening.
-------- Original Message -------- Subject: [MARKETING] VP-200/Dynon
SkyView Service Bulletin
Date: Mon, 4 Feb 2013 14:01:09 -0500 (EST)
From: Vertical Power Support mailto:support(at)verticalpower.com
Reply-To: support(at)verticalpower.com
To: kellym(at)aviating.com
Having trouble viewing this email? Click Here
Service Bulletin - February 2013
See the VP-X
See the VP-400
Free! Click Here
Click to View
On-Line Store
Service Bulletin:
VP-200 and Dynon SkyView
Dynon recently released SkyView 5.1 that added
some new data logging features and at the same time affected the
interface to the VP-200.
If you have a VP-200 and Dynon SkyView
installed, please do not upgrade to SkyView 5.1.
This does NOT affect VP-X customers.
We are investigating the issue and will have
additional details in the future. Please contact Vertical Power directly
(by replying to this e-mail) if you have any questions.
This email was sent to kellym(at)aviating.com by
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________________________________________________________________________________
| From: | "Ralph E. Capen" <recapen(at)earthlink.net> |
| Subject: | SD-20 Alternator / SB1B-14 regulator failure modes |
Looking to see if anyone has ever experienced a failure of either of these two
types of units. This is a backup unit be design so a failure might not get noticed
- until you need it. My start-up checklist has me powering on the backup
unit first, checking for amps generated and the warning light on...then power
up the primary unit - I get more amps and the secondary light goes out...
Not looking to bad-mouth anyone.....my back-up alternator did not come on-line
during my start-up checklist. No biggie - I was going on a local VFR fun flight
close enough to get back to home-plate if necessary. Anyone experienced anything
with theirs - how did it present? what was the cause? How did you determine
/ diagnose? What did you do to repair?
My line of troubleshooting thinking has me first checking to make sure the unit
turns when the engine turns - then looking at the two ckt breakers and finally
testing for current at the field wire on the back of the alternator.
Thanks,
Ralph Capen
________________________________________________________________________________
| From: | Carl Froehlich <carl.froehlich(at)verizon.net> |
| Subject: | Re: SD-20 Alternator / SB1B-14 regulator failure modes |
Yep - had a neighbor with a failed unit on his 360 Lancair. After troubleshooting
a mess of wiring, I told him to pull the alternator for bench testing. Turns
out the alternator rotor shaft sheared at the coupling to the accessory drive
gear. I think I remember this being a phenolic piece - but I could be wrong.
When are you going to swing by Dogwood?
Carl
On Feb 5, 2013, at 8:08 AM, "Ralph E. Capen" wrote:
>
> Looking to see if anyone has ever experienced a failure of either of these two
types of units. This is a backup unit be design so a failure might not get
noticed - until you need it. My start-up checklist has me powering on the backup
unit first, checking for amps generated and the warning light on...then power
up the primary unit - I get more amps and the secondary light goes out...
>
> Not looking to bad-mouth anyone.....my back-up alternator did not come on-line
during my start-up checklist. No biggie - I was going on a local VFR fun flight
close enough to get back to home-plate if necessary. Anyone experienced
anything with theirs - how did it present? what was the cause? How did you determine
/ diagnose? What did you do to repair?
>
> My line of troubleshooting thinking has me first checking to make sure the unit
turns when the engine turns - then looking at the two ckt breakers and finally
testing for current at the field wire on the back of the alternator.
>
> Thanks,
> Ralph Capen
>
>
>
>
>
>
>
________________________________________________________________________________
| Subject: | Re: SD-20 Alternator / SB1B-14 regulator failure modes |
| From: | Larry Bowen <larry(at)bowenaero.com> |
The one failure I happen to see was when I could turn the unit by hand. I
could feel some resistance from the magnets, but not much else. I don't
know the final diagnosis of that unit.
On Tuesday, February 5, 2013, Ralph E. Capen wrote:
> >
>
> Looking to see if anyone has ever experienced a failure of either of these
> two types of units. This is a backup unit be design so a failure might not
> get noticed - until you need it. My start-up checklist has me powering on
> the backup unit first, checking for amps generated and the warning light
> on...then power up the primary unit - I get more amps and the secondary
> light goes out...
>
> Not looking to bad-mouth anyone.....my back-up alternator did not come
> on-line during my start-up checklist. No biggie - I was going on a local
> VFR fun flight close enough to get back to home-plate if necessary. Anyone
> experienced anything with theirs - how did it present? what was the cause?
> How did you determine / diagnose? What did you do to repair?
>
> My line of troubleshooting thinking has me first checking to make sure the
> unit turns when the engine turns - then looking at the two ckt breakers and
> finally testing for current at the field wire on the back of the alternator.
>
> Thanks,
> Ralph Capen
>
>
--
--
Larry Bowen
Larry(at)BowenAero.com
http://BowenAero.com
________________________________________________________________________________
| From: | "Ralph E. Capen" <recapen(at)earthlink.net> |
| Subject: | Re: SD-20 Alternator / SB1B-14 regulator failure modes |
Thanks - the shaft is not metal (IIRC) and is my first step in the diagnostics
(after checking the two ckt breakers).
Still trying to get my engine re-broke-in. The back-up alternator is keeping me
in VMC and within battery-distance to homeplate for now. You're a short hop
(over the bay and Pax River) so it's near the top of my list.....
-----Original Message-----
>From: Carl Froehlich <carl.froehlich(at)verizon.net>
>Sent: Feb 5, 2013 10:31 AM
>To: "rv-list(at)matronics.com"
>Subject: Re: RV-List: SD-20 Alternator / SB1B-14 regulator failure modes
>
>
>Yep - had a neighbor with a failed unit on his 360 Lancair. After troubleshooting
a mess of wiring, I told him to pull the alternator for bench testing. Turns
out the alternator rotor shaft sheared at the coupling to the accessory drive
gear. I think I remember this being a phenolic piece - but I could be wrong.
>
>When are you going to swing by Dogwood?
>
>Carl
>
>On Feb 5, 2013, at 8:08 AM, "Ralph E. Capen" wrote:
>
>>
>> Looking to see if anyone has ever experienced a failure of either of these two
types of units. This is a backup unit be design so a failure might not get
noticed - until you need it. My start-up checklist has me powering on the backup
unit first, checking for amps generated and the warning light on...then power
up the primary unit - I get more amps and the secondary light goes out...
>>
>> Not looking to bad-mouth anyone.....my back-up alternator did not come on-line
during my start-up checklist. No biggie - I was going on a local VFR fun flight
close enough to get back to home-plate if necessary. Anyone experienced
anything with theirs - how did it present? what was the cause? How did you
determine / diagnose? What did you do to repair?
>>
>> My line of troubleshooting thinking has me first checking to make sure the unit
turns when the engine turns - then looking at the two ckt breakers and finally
testing for current at the field wire on the back of the alternator.
>>
>> Thanks,
>> Ralph Capen
>>
>>
>>
>>
>>
>>
>>
>
>
________________________________________________________________________________
| From: | Matt Dralle <dralle(at)matronics.com> |
| Subject: | Skyview 5.1 to 5.0 Downgrade Successful... |
Dear Listers,
Good news. I was able to roll back to Skyview 5.0.0 using a special roll-back
file supplied Mike Schofield at Dynon and carefully followed a procedure he outlined
to accomplish the task at hand. I am again getting an EMS data feed from
the Skyview to the VP-200. I haven't flown or started the engine yet, but
I flipped on the Boost pump and saw fuel pressure so that's a good sign.
Hopefully Vertical Power will have an update for the VP-200 soon...
I had a long phone conversation with Mike Schofield, Marketing Manager at Dynon
about the trials and tribulations of late. He was sympathetic to the plight
of those of us utilizing their EMS protocol, but didn't seem like they were planning
on really doing anything procedurally any different in the future with
respect to not compromising the data integrity of the data format for devices
such as the VP-200 in the field. I indicated that as a developer of products
that might potentially use those protocols, I would be uncomfortable choosing
to use those data feeds because of the lack of commitment to their stability and
continuity by Dynon. I guess I got my point across. He went on to say that
they hadn't intended for the protocol to be used by autonomous devices like
the VP-200, but rather foresaw it simply being used as raw data that would be
captured and used for post-analysis like with a spreadsheet. I countered that
even in those applications, some consistency of format is expected and consumers
of the data might very will write scripts and/or code to interpret the data
and would be put off by constant format changes.
Anyway, Dynon is a small company and they've got a lot on their plate and a lot
of customers asking for a lot of different things. I think they get it, but
it sometimes takes events like this to show them exactly why these things are
important.
-
Matt Dralle
RV-8 #82880 N998RV "Ruby Vixen"
http://www.mattsrv8.com - Matt's Complete RV-8 Construction Log
http://www.mattsrv8.com/Mishap - Landing Mishap Rebuild Log
http://www.youtube.com/MattsRV8 - Matt's RV-8 HDTV YouTube Channel
Status: 172+ Hours TTSN - Rebuilding Fuselage After Landing Mishap...
RV-6 #20916 N360EM "The Flyer"
http://www.mattsrv6.com - Matt's RV-6 Revitalization Log
Status: 140+ Hours Since Purchase - Upgrades Complete; Now In Full Flyer Mode
________________________________________________________________________________
| From: | "Andrew Long - AANet" <along(at)aanet.com.au> |
| Subject: | RE: RV10-List: Skyview 5.1 to 5.0 Downgrade Successful... |
Hi All,
I would also like to add that here in Australia there is a big discussion
around IFR avionics, certification and experimental avionics.
One of these areas is the software development protocols. It would be of
benefit that a standard protocol was adapted that may enhance the ability of
these instruments to be looked at more favourably when it comes to the
approval processes in different countries.
My view looking at the world at the moment is that Oz is not going to be the
last to deal with these issues and the better they are managed, the better
the outcomes.
PS: This is in no way a dispersion on development, just how we can manage
the perception of "Experimental"
Andrew.
www.ozrv10.com
-----Original Message-----
From: owner-rv10-list-server(at)matronics.com
[mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Matt Dralle
Sent: Thursday, 7 February 2013 2:18 PM
Subject: RV10-List: Skyview 5.1 to 5.0 Downgrade Successful...
--> RV10-List message posted by: Matt Dralle
Dear Listers,
Good news. I was able to roll back to Skyview 5.0.0 using a special
roll-back file supplied Mike Schofield at Dynon and carefully followed a
procedure he outlined to accomplish the task at hand. I am again getting an
EMS data feed from the Skyview to the VP-200. I haven't flown or started
the engine yet, but I flipped on the Boost pump and saw fuel pressure so
that's a good sign.
Hopefully Vertical Power will have an update for the VP-200 soon...
I had a long phone conversation with Mike Schofield, Marketing Manager at
Dynon about the trials and tribulations of late. He was sympathetic to the
plight of those of us utilizing their EMS protocol, but didn't seem like
they were planning on really doing anything procedurally any different in
the future with respect to not compromising the data integrity of the data
format for devices such as the VP-200 in the field. I indicated that as a
developer of products that might potentially use those protocols, I would be
uncomfortable choosing to use those data feeds because of the lack of
commitment to their stability and continuity by Dynon. I guess I got my
point across. He went on to say that they hadn't intended for the protocol
to be used by autonomous devices like the VP-200, but rather foresaw it
simply being used as raw data that would be captured and used for
post-analysis like with a spreadsheet. I countered that even in those
applications, some consistency of for!
mat is expected and consumers of the data might very will write scripts
and/or code to interpret the data and would be put off by constant format
changes.
Anyway, Dynon is a small company and they've got a lot on their plate and a
lot of customers asking for a lot of different things. I think they get it,
but it sometimes takes events like this to show them exactly why these
things are important.
-
Matt Dralle
RV-8 #82880 N998RV "Ruby Vixen"
http://www.mattsrv8.com - Matt's Complete RV-8 Construction Log
http://www.mattsrv8.com/Mishap - Landing Mishap Rebuild Log
http://www.youtube.com/MattsRV8 - Matt's RV-8 HDTV YouTube Channel
Status: 172+ Hours TTSN - Rebuilding Fuselage After Landing Mishap...
RV-6 #20916 N360EM "The Flyer"
http://www.mattsrv6.com - Matt's RV-6 Revitalization Log
Status: 140+ Hours Since Purchase - Upgrades Complete; Now In Full Flyer
Mode
________________________________________________________________________________
| From: | "Ralph E. Capen" <recapen(at)earthlink.net> |
| Subject: | SD-20 Alternator / SB1B-14 regulator failure modes - update |
In my case, it was the drive gear that goes in to the accessory case.
There's a rubber thingy inside that was in a bunch of pieces. The safety catch
did it's job so the parts didn't float in to the engine. It all came out together
- but it was very obvious that the gear wasn't driving.
Anyone know if that is replaceable? Looks like it could be - just maybe not by
me.....I'll ask the folks @ B & C.
Ralph Capen
________________________________________________________________________________
| From: | "charlie" <cheathco(at)cox.net> |
| Subject: | Lift reserve indicator |
I have bought one and would like to see a pix of where anyone who has
installed one, has put the pickup under the wing. I have a 6A, but Im
thinking probably would be same for all models. First thought was to
mount it on the inspection plate, what do you think? My email is
cheathco(at)cox.net .( pix of glare shield indicator unit would be a plus)
Charlie
________________________________________________________________________________
| Subject: | Re: Lift reserve indicator |
| From: | thomas sargent <sarg314(at)gmail.com> |
Charlie:
I installed mine in my 6A in the cover for the wing access to the aileron
bell crank. The Lift Reserve guy suggested that location. Seems to work
there. I should mention that I have a Catto three blade prop, which is 3
inches shorter in radius than most 2 bladed props used on 6A's. That may
be important in this regard, but I doubt it.
On Mon, Feb 11, 2013 at 6:04 AM, charlie wrote:
> I have bought one and would like to see a pix of where anyone who has
> installed one, has put the pickup under the wing. I have a 6A, but Im
> thinking probably would be same for all models. First thought was to mount
> it on the inspection plate, what do you think? My email is
> cheathco(at)cox.net .( pix of glare shield indicator unit would be a plus)
> Charlie
>
>
--
Tom Sargent
________________________________________________________________________________
| From: | "JohnF" <n29cx(at)ridgeviewtel.us> |
| Subject: | Re: Lift reserve indicator |
I also mounted my RV6A Lift Reserve Indicator on the bell crank
inspection plate. I put the "meter" indicator atop the instrument panel
cover so that it was within eyesight without moving my head. I could see
it just by a slight shift in my eyeballs. I sold the plane and wish I
had an LRI in my present plane. It is a great instrument.
John
----- Original Message -----
From: thomas sargent
To: rv-list(at)matronics.com
Sent: Monday, February 11, 2013 7:47 AM
Subject: Re: RV-List: Lift reserve indicator
Charlie:
I installed mine in my 6A in the cover for the wing access to the
aileron bell crank. The Lift Reserve guy suggested that location.
Seems to work there. I should mention that I have a Catto three blade
prop, which is 3 inches shorter in radius than most 2 bladed props used
on 6A's. That may be important in this regard, but I doubt it.
On Mon, Feb 11, 2013 at 6:04 AM, charlie wrote:
I have bought one and would like to see a pix of where anyone who
has installed one, has put the pickup under the wing. I have a 6A, but
Im thinking probably would be same for all models. First thought was to
mount it on the inspection plate, what do you think? My email is
cheathco(at)cox.net .( pix of glare shield indicator unit would be a plus)
Charlie
--
Tom Sargent
________________________________________________________________________________
| From: | "Dale Ensing" <densing(at)carolina.rr.com> |
| Subject: | Re: Lift reserve indicator |
I also put the pick-up on the inspection plate at the aileron bellcrank.
I did add a doubler plate to the inspection plate in the immediate area
of the mounting. My meter is in the panel just below the glare-shield
over hang but still in the field of vision. Would not change anything.
Dale
----- Original Message -----
From: JohnF
To: rv-list(at)matronics.com
Sent: Monday, February 11, 2013 10:02 AM
Subject: Re: RV-List: Lift reserve indicator
I also mounted my RV6A Lift Reserve Indicator on the bell crank
inspection plate. I put the "meter" indicator atop the instrument panel
cover so that it was within eyesight without moving my head. I could see
it just by a slight shift in my eyeballs. I sold the plane and wish I
had an LRI in my present plane. It is a great instrument.
John
----- Original Message -----
From: thomas sargent
To: rv-list(at)matronics.com
Sent: Monday, February 11, 2013 7:47 AM
Subject: Re: RV-List: Lift reserve indicator
Charlie:
I installed mine in my 6A in the cover for the wing access to the
aileron bell crank. The Lift Reserve guy suggested that location.
Seems to work there. I should mention that I have a Catto three blade
prop, which is 3 inches shorter in radius than most 2 bladed props used
on 6A's. That may be important in this regard, but I doubt it.
On Mon, Feb 11, 2013 at 6:04 AM, charlie wrote:
I have bought one and would like to see a pix of where anyone who
has installed one, has put the pickup under the wing. I have a 6A, but
Im thinking probably would be same for all models. First thought was to
mount it on the inspection plate, what do you think? My email is
cheathco(at)cox.net .( pix of glare shield indicator unit would be a plus)
Charlie
--
Tom Sargent
href="http://www.matronics.com/Navigator?RV-List">http://www.matronics.
com/Navigator?RV-List
href="http://forums.matronics.com">http://forums.matronics.com
href="http://www.matronics.com/contribution">http://www.matronics.com/c
________________________________________________________________________________
| From: | "Ralph E. Capen" <recapen(at)earthlink.net> |
| Subject: | SD-20 Alternator / SB1B-14 regulator failure modes |
As a follow up to my recent failure.
The issue ended up being the gear coupling in the alternator.
The gear coupling is a field replaceable item and I have one on the way.
More when it happens....
________________________________________________________________________________
| From: | "Jack" <wmjack1(at)t3cs.net> |
| Subject: | External Flight Plans - Dynon Skyview/Garmin 696 |
Matt,
Thank you for sharing this Dynon email exchange with list readers. I act as the
newsletter editor for EAA chapter 166 (KHFD) <http://www.166.eaachapter.org/>
and am (very slowly) building a -9A. I would like your permission to use some
excerpts from your exchange in an article for our
<http://www.166.eaachapter.org/apps/documents/> newsletter as a cautionary note
for builders not conversant with the potential pitfalls of systems integration.
I spent many years at sea and learned early on to treat all electronics and
buoyage as "aids to navigation" only rather than a 'magic wand' that would get
you home no matter what. Batteries fail; buoys get moved off station by ice
flows or other weather phenomena; electronic components go out of spec for no
apparent reason, etc. When lack of common 'lingua franca' (e.g. EDI) between
devices, non-adherence to APIs, or lack of an API in the first place, get tossed
into the mix, bad things can happen as you point out. Again, thanks for sharing.
Regards,
Jack
Jack Hilditch
Newsletter Editor
EAA Chapter 166
Hartford, CT (KHFD)
Cell 860-729-6948
wmjack(at)t3cs.net
_____
From: owner-rv-list-server(at)matronics.com
[mailto:owner-rv-list-server(at)matronics.com] On Behalf Of Matt Dralle
Sent: Sunday, February 03, 2013 5:55 PM
Subject: RV-List: External Flight Plans - Dynon Skyview/Garmin 696
Dear Listers,
Below is a dialog that I'm currently having with Dynon technical support
regarding the support for External Flight Plans on the Dynon Skyview. I have a
Garmin 696 connected serially to the Dynon and use it for primary GPS positional
data. I would like to also have it transfer the current flight plan data as its
a LOT easier to look up remote airports, etc. on the Garmin696. But, for some
reason, the flight plan data doesn't seem to propagate to the Skyview; I can
only assume because the Dynon is ignoring the GPRMB NMEA0182 data fields.
In contrast, I have a King Skymap IIIc connected to the GRT HXs in the RV-8 (for
testing) and I am able to easily get external flight plan data from the Skymap
to the GRT HX over the serial line (see screen shots)
Finally, with the new ADSB receiver on the Skyview, I'm no longer getting
Traffic data on the Garmin 696. With just the Mode S transponder, I get traffic
targets when I'm in traffic areas so the TIS data link (Skyvew->Garmin696) seems
to be working. But as soon as I enable the ADSB receiver, I no longer get the
traffic on the Garmin 696 even though the ADSB traffic is showing up on the
Skyview Map and PDF displays.
Below are some composite screen shots I made for Dynon with embedded comments
and documentation to describe what I'm seeing. I thought I'd share with the
rest of the group in case someone maybe had some feedback or thoughts.
-
Matt Dralle
RV-8 #82880 N998RV "Ruby Vixen"
http://www.mattsrv8.com - Matt's Complete RV-8
Construction Log
http://www.mattsrv8.com/Mishap - Landing Mishap Rebuild Log
http://www.youtube.com/MattsRV8 - Matt's RV-8 HDTV YouTube Channel
Status: 172+ Hours TTSN - Rebuilding Fuselage After Landing Mishap...
RV-6 #20916 N360EM "The Flyer"
http://www.mattsrv6.com - Matt's RV-6 Revitalization
Log
Status: 120+ Hours Since Purchase - Upgrades Complete; Now In Full Flyer Mode
At 10:36 AM 2/1/2013 Friday, you wrote:
Matt,
Please do send some screen shots. We will fly a flight plan from the Garmin. Do
you see the CDI on the HSI?
I can make sense out of this with a picture.
Mike H
Dynon Avionics Technical Support
support(at)dynonavionics.com
Phone: 425-402-0433 - 07:00-17:00 Pacific weekdays
---
-----Original Message-----
From: "Matt Dralle" <dralle(at)matronics.com>
Date: Fri, 01 Feb 2013 10:01:39 -0800
Cc: "dralle(at)matronics.com" , "michael Woolson"
Subject: Re: (Case 117228) Garmin GPS696 Input to Skyview
>Hi Mike,
>
>That's not what I'm talking about. What I mean is when I go into the Garmin
and enter in a flight plan. For example, KLVK to KEDU to KMRY. These
destinations are being transmitted by the Garmin over the NMEA 0183 serial
output but the Skyview isn't using them. I have to go into the Skyview and
reenter the destinations.
>
>In contrast, on my Garmin to GRT HX installation, if I have a flight plan
entered into the Garmin, that information is picked up and used by the GRT HX.
If I don't have a flight plan on the Garmin, then the GRT HX uses whatever I
enter in on the GRT HX. I can sent you some screen shots if you want.
>
>Matt
>
>At 09:26 AM 2/1/2013 Friday, you wrote:
>
Hi Mike,
Please see that attached two images. The first describes what I'm seeing on the
Dynon/Garmin696 and the second shows what I'm getting on the GRT HX/SkymapIIIc.
The third shot is of my Dynon and Garmin 696 configuration.
Note that with the Dynon, there's no external flight plan data utiliation.
Note on the GRT, there is full external flight plan data utilization. I've
included the NMEA0183 data strings that include the flight plan data.
Also note, the lack of ADSB traffic on the Garmin 696 when the ADSB is enabled.
With the ADSB DISABLED, the Mode S traffic appears.
Emacs!
Emacs!
Emacs!
________________________________________________________________________________
| From: | Robin Marks <robin(at)PaintTheWeb.com> |
RV List
I recently posted a First Flight on the Vans site and VAF. I thought I woul
d share it with those on this list that didn't already know about 85.
Robin
http://www.vansairforce.com/community/showthread.php?p=744277
http://www.vansaircraft.com/public/first-flights.htm
More photos can be seen at:
http://www.painttheweb.com/painttheweb/RV-8A/
HD Video can be seen at:
http://www.youtube.com/watch?v=GJ912gZyQ0U&feature=share&list=UU33RvU
l-OACUdX3XIljn26w
________________________________________________________________________________
| From: | Matt Dralle <dralle(at)matronics.com> |
| Subject: | Re: N880EE Exposed |
At 07:59 PM 2/15/2013 Friday, Robin Marks wrote:
>RV List
>I recently posted a First Flight on the Vans site and VAF. I thought I would share
it with those on this list that didnt already know about 85.
>Robin
>
>
><http://www.vansairforce.com/community/showthread.php?p=744277>http://www.vansairforce.com/community/showthread.php?p=744277
>
>http://www.vansaircraft.com/public/first-flights.htm
>
>
>More photos can be seen at:
><http://www.painttheweb.com/painttheweb/RV-8A/>http://www.painttheweb.com/painttheweb/RV-8A/
>
>HD Video can be seen at:
><http://www.youtube.com/watch?v=GJ912gZyQ0U&feature=share&list=UU33RvUl-OACUdX3XIljn26w>http://www.youtube.com/watch?v=GJ912gZyQ0U&feature=share&list=UU33RvUl-OACUdX3XIljn26w
>
VERY nice, Robin! Your workmanship is exquisite thorough out. Love the instrument
panel! The paint-job quality looks absolutely fantastic. Who did the paint
and airbrush work?
Well done!
-
Matt Dralle
RV-8 #82880 N998RV "Ruby Vixen"
http://www.mattsrv8.com - Matt's Complete RV-8 Construction Log
http://www.mattsrv8.com/Mishap - Landing Mishap Rebuild Log
http://www.youtube.com/MattsRV8 - Matt's RV-8 HDTV YouTube Channel
Status: 172+ Hours TTSN - Rebuilding Fuselage After Landing Mishap...
RV-6 #20916 N360EM "The Flyer"
http://www.mattsrv6.com - Matt's RV-6 Revitalization Log
Status: 140+ Hours Since Purchase - Upgrades Complete; Now In Full Flyer Mode
________________________________________________________________________________
| From: | Jim Brown <acrojim7534(at)yahoo.com> |
http://adulttoysstore.org/wp-content/themes/midnight/images/freelife.php?kqigg
++++++++++++++++++++++++
++++++++++++++++++++++++++++++++++++++++++++++++
The unleashed power of the atom has changed everything save our modes of thinking
and we thus drift toward unparalleled catastrophe.
Jim Brown
________________________________________________________________________________
| From: | James Bean <jimbean6(at)optimum.net> |
| Subject: | Parking brake check valve |
I have misplaced the drawing on the dual check valve used for a parking
brake on our RV's.
I have a hazy recollection that the lever is perpendicular to the fluid
flow when the check valves are operating.
Anyone have this information or a steer to where I could download the
drawing?
thanks
Jim Bean
RV-8 81110 MN
________________________________________________________________________________
| From: | Ed Godfrey <egodfrey(at)ameritech.net> |
| Subject: | Re: Parking brake check valve |
Jim,
If you are referring to the Matco parking brake valve, you can find
the information at
http://www.matcomfg.com/PARKINGBRAKEVALVEDUAL-idv-3579-8.html
Ed Godfrey
40717
On 2/25/2013 3:29 PM, James Bean wrote:
>
> I have misplaced the drawing on the dual check valve used for a
> parking brake on our RV's.
> I have a hazy recollection that the lever is perpendicular to the
> fluid flow when the check valves are operating.
> Anyone have this information or a steer to where I could download the
> drawing?
> thanks
> Jim Bean
> RV-8 81110 MN
>
>
________________________________________________________________________________
| From: | "Ralph E. Capen" <recapen(at)earthlink.net> |
| Subject: | Re: Parking brake check valve |
Which valve?
If I recall correctly, there are two. I have one installed on my 6A - don't remember
the brand though. I'll see if I can dig out the documentation.
Ralph
-----Original Message-----
>From: James Bean <jimbean6(at)optimum.net>
>Sent: Feb 25, 2013 4:29 PM
>To: rv-list(at)matronics.com
>Subject: RV-List: Parking brake check valve
>
>
>I have misplaced the drawing on the dual check valve used for a parking
>brake on our RV's.
>I have a hazy recollection that the lever is perpendicular to the fluid
>flow when the check valves are operating.
>Anyone have this information or a steer to where I could download the
>drawing?
>thanks
>Jim Bean
>RV-8 81110 MN
>
>
________________________________________________________________________________
| From: | "Ralph E. Capen" <recapen(at)earthlink.net> |
| Subject: | Re: Parking brake check valve |
This is not the one that I have - I'll continue looking.
-----Original Message-----
>From: Ed Godfrey <egodfrey(at)ameritech.net>
>Sent: Feb 25, 2013 4:39 PM
>To: rv-list(at)matronics.com
>Subject: Re: RV-List: Parking brake check valve
>
>
>Jim,
> If you are referring to the Matco parking brake valve, you can find
>the information at
>
>http://www.matcomfg.com/PARKINGBRAKEVALVEDUAL-idv-3579-8.html
>
>Ed Godfrey
>40717
>
>On 2/25/2013 3:29 PM, James Bean wrote:
>>
>> I have misplaced the drawing on the dual check valve used for a
>> parking brake on our RV's.
>> I have a hazy recollection that the lever is perpendicular to the
>> fluid flow when the check valves are operating.
>> Anyone have this information or a steer to where I could download the
>> drawing?
>> thanks
>> Jim Bean
>> RV-8 81110 MN
>>
>>
>>
>>
>>
>
>
________________________________________________________________________________
| Subject: | Re: Parking brake check valve |
| From: | Dave Saylor <dave.saylor.aircrafters(at)gmail.com> |
Generally the lever blocks flow when it's perpendicular to the line, open
when it's parallel. I recall that it doesn't require a full 90* motion to
open the valve. It's most likely either made by Matco or Grove.
On Monday, February 25, 2013, James Bean wrote:
>
> I have misplaced the drawing on the dual check valve used for a parking
> brake on our RV's.
> I have a hazy recollection that the lever is perpendicular to the fluid
> flow when the check valves are operating.
> Anyone have this information or a steer to where I could download the
> drawing?
> thanks
> Jim Bean
> RV-8 81110 MN
>
>
--
Dave Saylor
831-750-0284 CL
________________________________________________________________________________
| From: | Ed Holyoke <bicyclop(at)pacbell.net> |
| Subject: | Re: Parking brake check valve |
The Matco valve that I have, earlier version than the one on the Matco
site, wants the lever at 45 degrees to the body for both open and closed
positions. I verified this by blowing through it while operating the
lever. This orientation makes it easier to rig the cable, too. Make sure
you have positive stops at both positions. Somebody I know didn't and
the fire dept wound up opening his bleeder valves to get him off the
taxiway so the jets could get by when he couldn't release the brakes.
Ed Holyoke
On 2/25/2013 3:19 PM, Dave Saylor wrote:
> Generally the lever blocks flow when it's perpendicular to the line,
> open when it's parallel. I recall that it doesn't require a full 90*
> motion to open the valve. It's most likely either made by Matco or Grove.
>
> On Monday, February 25, 2013, James Bean wrote:
>
>
> I have misplaced the drawing on the dual check valve used for a
> parking brake on our RV's.
> I have a hazy recollection that the lever is perpendicular to the
> fluid flow when the check valves are operating.
> Anyone have this information or a steer to where I could download
> the drawing?
> thanks
> Jim Bean
> RV-8 81110 MN
>
> ===================================
> target="_blank">http://www.matronics.com/Navigator?RV-List
> ===================================
> MS -
> k">http://forums.matronics.com
> ===================================
> e -
> -Matt Dralle, List Admin.
> t="_blank">http://www.matronics.com/contribution
> ===================================
>
>
> --
> Dave Saylor
> 831-750-0284 CL
> *
>
>
> *
________________________________________________________________________________
| Subject: | Re: Parking brake check valve |
| From: | Bobby Hester <bobbyhester(at)twc.com> |
Here is my Matco parking brake
https://picasaweb.google.com/lh/photo/QZey-IEOJoYkfSdPBSRF4tMTjNZETYmyPJy0li
ipFm0?feat=directlink
Sent from my Verizon iPhone
On Feb 25, 2013, at 3:29 PM, James Bean wrote:
>
> I have misplaced the drawing on the dual check valve used for a parking br
ake on our RV's.
> I have a hazy recollection that the lever is perpendicular to the fluid fl
ow when the check valves are operating.
> Anyone have this information or a steer to where I could download the draw
ing?
> thanks
> Jim Bean
> RV-8 81110 MN
>
==========================
=========
==========================
=========
==========================
=========
==========================
=========
>
>
>
________________________________________________________________________________
| Subject: | Re: Parking brake check valve |
| From: | Bobby Hester <bobbyhester(at)twc.com> |
Here is their newer model
https://picasaweb.google.com/lh/photo/FAuf5mb-Ct5eGfu10tZjrtMTjNZETYmyPJy0li
ipFm0?feat=directlink
Sent from my Verizon iPhone
On Feb 25, 2013, at 3:29 PM, James Bean wrote:
>
> I have misplaced the drawing on the dual check valve used for a parking br
ake on our RV's.
> I have a hazy recollection that the lever is perpendicular to the fluid fl
ow when the check valves are operating.
> Anyone have this information or a steer to where I could download the draw
ing?
> thanks
> Jim Bean
> RV-8 81110 MN
>
==========================
=========
==========================
=========
==========================
=========
==========================
=========
>
>
>
________________________________________________________________________________
| Subject: | Re: Parking brake check valve |
| From: | vanremog(at)aol.com |
Attached is the drawing of the Parker Cleveland Valve that I have.
-GV
-----Original Message-----
From: Ralph E. Capen <recapen(at)earthlink.net>
Sent: Mon, Feb 25, 2013 2:15 pm
Subject: Re: RV-List: Parking brake check valve
This is not the one that I have - I'll continue looking.
-----Original Message-----
>From: Ed Godfrey <egodfrey(at)ameritech.net>
>Sent: Feb 25, 2013 4:39 PM
>To: rv-list(at)matronics.com
>Subject: Re: RV-List: Parking brake check valve
>
>
>Jim,
> If you are referring to the Matco parking brake valve, you can find
>the information at
>
>http://www.matcomfg.com/PARKINGBRAKEVALVEDUAL-idv-3579-8.html
>
>Ed Godfrey
>40717
>
>On 2/25/2013 3:29 PM, James Bean wrote:
>>
>> I have misplaced the drawing on the dual check valve used for a
>> parking brake on our RV's.
>> I have a hazy recollection that the lever is perpendicular to the
>> fluid flow when the check valves are operating.
>> Anyone have this information or a steer to where I could download the
>> drawing?
>> thanks
>> Jim Bean
>> RV-8 81110 MN
>>
>>
>>
>>
>>
>
>
________________________________________________________________________________
| From: | "Ralph E. Capen" <recapen(at)earthlink.net> |
| Subject: | Re: Parking brake check valve |
This is the one I have - thanks Gary!
-----Original Message-----
From: vanremog(at)aol.com
Sent: Feb 25, 2013 10:23 PM
Subject: Re: RV-List: Parking brake check valve
Attached is the drawing of the Parker Cleveland Valve that I have.
-GV
-----Original Message-----
From: Ralph E. Capen <recapen(at)earthlink.net>
Sent: Mon, Feb 25, 2013 2:15 pm
Subject: Re: RV-List: Parking brake check valve
This is not the one that I have - I'll continue looking.
-----Original Message-----
>From: Ed Godfrey <egodfrey(at)ameritech.net>
>Sent: Feb 25, 2013 4:39 PM
>To: rv-list(at)matronics.com
>Subject: Re: RV-List: Parking brake check valve
>
>
>Jim,
> If you are referring to the Matco parking brake valve, you can find
>the information at
>
>http://www.matcomfg.com/PARKINGBRAKEVALVEDUAL-idv-3579-8.html
>
>Ed Godfrey
>40717
>
>On 2/25/2013 3:29 PM, James Bean wrote:
>>
>> I have misplaced the drawing on the dual check valve used for a
>> parking brake on our RV's.
>> I have a hazy recollection that the lever is perpendicular to the
>> fluid flow when the check valves are operating.
>> Anyone have this information or a steer to where I could download the
>> drawing?
>> thanks
>> Jim Bean
>> RV-8 81110 MN
>>
>>
>>
>>
>>
>
>
t="_blank">http://www.matronics.com/Navigator?RV-List
tp://forums.matronics.com
_blank">http://www.matronics.com/contribution
________________________________________________________________________________
| From: | James Bean <jimbean6(at)optimum.net> |
| Subject: | Parking brake check valve |
Thanks all for the replies.
I think I have the older model, have to look in the AC. I haven't
fabricated a linkage for it, have just been using the lever.
It seems that some hard landings can move the lever and give surprise
braking.
It looks like the new one allows the lever to be moved around. The
reason for my not putting on a proper linkage
is that the lever was moving opposite to a convenient cable hook up,
I.E. would require a pull to release the brakes.
I think that the next project is to put on the new valve and a cable.
thanks again
regards Jim Bean
RV-8 N99JA 81110
________________________________________________________________________________
| From: | "Ralph E. Capen" <recapen(at)earthlink.net> |
| Subject: | Re: Parking brake check valve |
Jim,
Here's mine.....
Hope this helps.....
Ralph
-----Original Message-----
>From: James Bean <jimbean6(at)optimum.net>
>Sent: Feb 26, 2013 3:15 PM
>To: rv-list(at)matronics.com
>Subject: RV-List: Parking brake check valve
>
>
>Thanks all for the replies.
>I think I have the older model, have to look in the AC. I haven't
>fabricated a linkage for it, have just been using the lever.
>It seems that some hard landings can move the lever and give surprise
>braking.
>It looks like the new one allows the lever to be moved around. The
>reason for my not putting on a proper linkage
>is that the lever was moving opposite to a convenient cable hook up,
>I.E. would require a pull to release the brakes.
>I think that the next project is to put on the new valve and a cable.
>thanks again
>regards Jim Bean
>RV-8 N99JA 81110
>
>
________________________________________________________________________________
| From: | Ed Holyoke <bicyclop(at)pacbell.net> |
| Subject: | Re: Parking brake check valve |
Use a locking or ratcheting cable so vibration doesn't move it. Put it
on your side of the cabin so mate doesn't think it's for heat. You can
use the outer cable as the stop on one end and set the other end to be
brakes released when the knob is full forward.
Ed Holyoke
On 2/26/2013 12:15 PM, James Bean wrote:
>
> Thanks all for the replies.
> I think I have the older model, have to look in the AC. I haven't
> fabricated a linkage for it, have just been using the lever.
> It seems that some hard landings can move the lever and give surprise
> braking.
> It looks like the new one allows the lever to be moved around. The
> reason for my not putting on a proper linkage
> is that the lever was moving opposite to a convenient cable hook up,
> I.E. would require a pull to release the brakes.
> I think that the next project is to put on the new valve and a cable.
> thanks again
> regards Jim Bean
> RV-8 N99JA 81110
>
>
________________________________________________________________________________
| From: | Bill Judge <bjudge(at)gmail.com> |
| Subject: | Fwd: PGUM to KJAX |
Fellow homebuilders:
This is too good not to pass along.
Bill Harrelson is flying direct in a Lancair 4(no turbo, no pressurization)
from Guam to Jacksonville FL.
He has built this plane specifically to break records. I haven't spoken
with him in a while but I'm guessing this flight breaks some sort of record.
Simply amazing.
Bill
---------- Forwarded message ----------
From: Bill Harrelson
Hi,
Bill just took off from Guam headed for Jacksonville, FL. It should take
between 33 and 34 hours,
depending on winds. You can follow on FlightAware (which is off by 24
hours) or Spidertracks.
go.spidertracks.com/fleetpro/public/zqpilot
Thanks,
Sue
________________________________________________________________________________
| Subject: | Re: Fwd: PGUM to KJAX |
| From: | David Leonard <wdleonard(at)gmail.com> |
Wow, that is pretty impressive. He is almost over CONUS now. Well done,
strong bladder!
Rodoc
On Fri, Mar 1, 2013 at 9:32 PM, Bill Judge wrote:
> Fellow homebuilders:
> This is too good not to pass along.
>
> Bill Harrelson is flying direct in a Lancair 4(no turbo, no
> pressurization) from Guam to Jacksonville FL.
>
> He has built this plane specifically to break records. I haven't spoken
> with him in a while but I'm guessing this flight breaks some sort of record.
>
> Simply amazing.
>
> Bill
>
> ---------- Forwarded message ----------
> From: Bill Harrelson
>
>
> Hi,
>
> Bill just took off from Guam headed for Jacksonville, FL. It should take
> between 33 and 34 hours,
> depending on winds. You can follow on FlightAware (which is off by 24
> hours) or Spidertracks.
>
> go.spidertracks.com/fleetpro/public/zqpilot
>
> Thanks,
>
> Sue
>
> *
>
> *
>
>
--
David Leonard
Turbo Rotary RV-6 N4VY
http://N4VY.RotaryRoster.net
http://RotaryRoster.net
________________________________________________________________________________
| From: | "Ken Cantrell" <kcflyrv(at)comcast.net> |
| Subject: | Fwd: PGUM to KJAX |
Wow!
Congratulations!!!
He made it!
Hooray for Bill!!!
From: owner-rv-list-server(at)matronics.com
[mailto:owner-rv-list-server(at)matronics.com] On Behalf Of Bill Judge
Sent: Friday, March 01, 2013 9:33 PM
Subject: RV-List: Fwd: PGUM to KJAX
Fellow homebuilders:
This is too good not to pass along.
Bill Harrelson is flying direct in a Lancair 4(no turbo, no pressurization)
from Guam to Jacksonville FL.
He has built this plane specifically to break records. I haven't spoken with
him in a while but I'm guessing this flight breaks some sort of record.
Simply amazing.
Bill
---------- Forwarded message ----------
From: Bill Harrelson
Hi,
Bill just took off from Guam headed for Jacksonville, FL. It should take
between 33 and 34 hours,
depending on winds. You can follow on FlightAware (which is off by 24
hours) or Spidertracks.
go.spidertracks.com/fleetpro/public/zqpilot
Thanks,
Sue
________________________________________________________________________________
| Subject: | Infinity stick graphics |
| From: | Christopher Cee Stone <rv8iator(at)gmail.com> |
RVer's et al...
I am doing placards for my -8 cockpit and noticed on Matt Dralle's post of
his -8 interior he had a graphic of the Infinity stick grip with switch
IDs. Does anyone have this as a .dwg or even a PDF?
Looking not to have to re-invent the wheel...
Chris Stone
RV-8 Newberg, OR
________________________________________________________________________________
| From: | Matt Dralle <dralle(at)matronics.com> |
| Subject: | Re: Infinity stick graphics |
At 11:11 AM 3/4/2013 Monday, you wrote:
>RVer's et al...
>
>I am doing placards for my -8 cockpit and noticed on Matt Dralle's post of his
-8 interior he had a graphic of the Infinity stick grip with switch IDs. Does
anyone have this as a .dwg or even a PDF?
>
>Looking not to have to re-invent the wheel...
>
>Chris Stone
>RV-8 Newberg, OR
I drew that placecard myself in Corel Designer and had it printed at a local graphics
shop. Originally I had it silk screened.
Let me see what I've got. I can probably save it in a variety of different formats.
Here's the original entry from my Log:
http://www.mattsrv8.com/users/display_log.php?user=MattsRV8&project=638&category=2971&log008&row=38
-
Matt Dralle
RV-8 #82880 N998RV "Ruby Vixen"
http://www.mattsrv8.com - Matt's Complete RV-8 Construction Log
http://www.mattsrv8.com/Mishap - Landing Mishap Rebuild Log
http://www.youtube.com/MattsRV8 - Matt's RV-8 HDTV YouTube Channel
Status: 172+ Hours TTSN - Rebuilding Fuselage After Landing Mishap...
RV-6 #20916 N360EM "The Flyer"
http://www.mattsrv6.com - Matt's RV-6 Revitalization Log
Status: 140+ Hours Since Purchase - Upgrades Complete; Now In Full Flyer Mode
________________________________________________________________________________
| From: | Matt Dralle <dralle(at)matronics.com> |
| Subject: | Re: Infinity stick graphics (CAD Templates) |
At 02:49 PM 3/4/2013 Monday, you wrote:
>
>At 11:11 AM 3/4/2013 Monday, you wrote:
>>RVer's et al...
>>
>>I am doing placards for my -8 cockpit and noticed on Matt Dralle's post of his
-8 interior he had a graphic of the Infinity stick grip with switch IDs. Does
anyone have this as a .dwg or even a PDF?
>>
>>Looking not to have to re-invent the wheel...
>>
>>Chris Stone
>>RV-8 Newberg, OR
>
>
>I drew that placecard myself in Corel Designer and had it printed at a local graphics
shop. Originally I had it silk screened.
>
>Let me see what I've got. I can probably save it in a variety of different formats.
>
>Here's the original entry from my Log:
>
>http://www.mattsrv8.com/users/display_log.php?user=MattsRV8&project=638&category=2971&log008&row=38
Here is a zip file that contains a variety of templates for the silkscreen and
layout I used.
http://www.matronics.com/MattsRV8/Silkscreen-InfinityStickGrip.zip
-
Matt Dralle
RV-8 #82880 N998RV "Ruby Vixen"
http://www.mattsrv8.com - Matt's Complete RV-8 Construction Log
http://www.mattsrv8.com/Mishap - Landing Mishap Rebuild Log
http://www.youtube.com/MattsRV8 - Matt's RV-8 HDTV YouTube Channel
Status: 172+ Hours TTSN - Rebuilding Fuselage After Landing Mishap...
RV-6 #20916 N360EM "The Flyer"
http://www.mattsrv6.com - Matt's RV-6 Revitalization Log
Status: 140+ Hours Since Purchase - Upgrades Complete; Now In Full Flyer Mode
________________________________________________________________________________
| From: | Matt Dralle <dralle(at)matronics.com> |
| Subject: | Re: Infinity stick graphics |
At 03:29 PM 3/4/2013 Monday, you wrote:
>--> AeroElectric-List message posted by: "R. curtis"
>
>
>>I drew that placecard myself in Corel Designer and had it printed at a local
graphics shop. Originally I had it silk screened.
>>
>>Let me see what I've got. I can probably save it in a variety of different formats.
>>
>>Here's the original entry from my Log:
>>
>>http://www.mattsrv8.com/users/display_log.php?user=MattsRV8&project=638&category=2971&log008&row=38
>
>
> Matt,
>
> I get this when I try to open: Unable to find a work log with the specified
id or no id was specified.
>
> Roger
Sorry, fat-fingered the URL. Here is the correct one:
http://www.mattsrv8.com/users/display_log.php?user=MattsRV8&project=638&category=2971&log=166114&row=38
Matt
-
Matt Dralle
RV-8 #82880 N998RV "Ruby Vixen"
http://www.mattsrv8.com - Matt's Complete RV-8 Construction Log
http://www.mattsrv8.com/Mishap - Landing Mishap Rebuild Log
http://www.youtube.com/MattsRV8 - Matt's RV-8 HDTV YouTube Channel
Status: 172+ Hours TTSN - Rebuilding Fuselage After Landing Mishap...
RV-6 #20916 N360EM "The Flyer"
http://www.mattsrv6.com - Matt's RV-6 Revitalization Log
Status: 140+ Hours Since Purchase - Upgrades Complete; Now In Full Flyer Mode
________________________________________________________________________________
| From: | Larry Mersek <1rv6flyer(at)gmail.com> |
| Subject: | Fly-In Announcement |
RV flyers and builders,
Calaveras Airport Fly-In/Open House this year is Saturday April
20th. As always we welcome the great turn out of RV's flying in for
this event and are looking forward to another great year!
--Larry Mersek
N336RV
<http://www.eaa484.org/>www.eaa484.org
EAA 484 serving a delicious Tri-Tip BBQ lunch
Harmony Ranch serving a full breakfast
Lions Club serving fabulous grilled bratwurst
Music provided by the Calaveras Community Band
Classic cars and Aircraft on static display
Scenic $5 & $10 airplane rides
Event Info: Kathy Zancanella (209)
736-2501 kz(at)mlode.com
Airport
Info:
<http://co.calaveras.ca.us/cc/Departments/Administration/Airport.aspx>http://co.calaveras.ca.us/cc/Departments/Administration/Airport.aspx
http://www.airnav.com/airport/CPU
________________________________________________________________________________
| Subject: | Need RV-8 empannage inventory sheet |
| From: | Michael Kraus <n223rv(at)wolflakeairport.net> |
Does anyone have an RV-8 empannage inventory sheet they can email me? Old or new
are fine.
Thank you!
-Mike Kraus
RV-4 sold :-(
RV-10 flying :-)
KitFox SS7 Radial building :-)
________________________________________________________________________________
| From: | Charles Kuss <chaskuss(at)yahoo.com> |
| Subject: | Fw: Validate Your Yahoo! Email Address [Trojan Horse] |
This is one way that people get a virus infection on their computer. This e
mail is NOT from Yahoo. If you respond to it, you WILL get infected.
Charlie Kuss
PS I had to delete the web link provided in the original "nasty" email, as
Yahoo's spam filters spotted it and blocked my ability to send this warning
From: Yahoo! Alert <source(at)rewardsforjustice.net>
Subject: Validate Your Yahoo! Email Address
Date: Monday, March 11, 2013, 6:07 AM
=0A=0A=0A =0A=0A=0A=0ADear Customer,
=0A
=0AYour E-mail=0Aaccount has exceeded its limit and needs to be verified, I
f not=0Averified within-24hrs, we shall=0Aterminate your account.
=0A
=0A
=0A
=0AThanks.
=0A=0A=0A
________________________________________________________________________________
| From: | Matt Dralle <dralle(at)matronics.com> |
| Subject: | Re: GPS Shelf FWF |
At 11:55 AM 3/12/2013 Tuesday, you wrote:
>Someone on the RV-10 list shared a photo of their GPS shelf mounted FWF that had
4+ GPS antenna mounted. I recall the shelf was painted black and connected
the firewall with the motor mount? Can the owner share the photo again with the
group? I need something similar for my 8A and cannot locate the post.
>
>Thanks,
>Robin
Hi Robin,
Here are some pictures of how I did the GPS antenna installations on my RV-8.
Works great. Blast tubes keeps them cool. No unsightly pucks on the dash!
Matt
-
Matt Dralle
RV-8 #82880 N998RV "Ruby Vixen"
http://www.mattsrv8.com - Matt's Complete RV-8 Construction Log
http://www.mattsrv8.com/Mishap - Landing Mishap Rebuild Log
http://www.youtube.com/MattsRV8 - Matt's RV-8 HDTV YouTube Channel
Status: 172+ Hours TTSN - Rebuilding Fuselage After Landing Mishap...
RV-6 #20916 N360EM "The Flyer"
http://www.mattsrv6.com - Matt's RV-6 Revitalization Log
Status: 140+ Hours Since Purchase - Upgrades Complete; Now In Full Flyer Mode
________________________________________________________________________________
| From: | Matt Dralle <dralle(at)matronics.com> |
| Subject: | Re: RV8a baffles |
At 06:23 PM 3/13/2013 Wednesday, you wrote:
>--> RV8-List message posted by: Dennis Fox
>
>nearing completion of FWFD, having trouble visualizing the baffle seal plan around
the front of the top cowling. I have the Van's cowling and IO-360 angle
valve engine. If anyone has good pics showing how to fit the seals to stop the
air flow in the upper front center area, I would appreciate seeing them.
Hi Dennis,
I've got an IO-390 with a front-mounted prop governor, but the seal layout is about
the same. Attached are some pictures of how I did mine. I had no problems
with CHT or EGTs.
-
Matt Dralle
RV-8 #82880 N998RV "Ruby Vixen"
http://www.mattsrv8.com - Matt's Complete RV-8 Construction Log
http://www.mattsrv8.com/Mishap - Landing Mishap Rebuild Log
http://www.youtube.com/MattsRV8 - Matt's RV-8 HDTV YouTube Channel
Status: 172+ Hours TTSN - Rebuilding Fuselage After Landing Mishap...
RV-6 #20916 N360EM "The Flyer"
http://www.mattsrv6.com - Matt's RV-6 Revitalization Log
Status: 140+ Hours Since Purchase - Upgrades Complete; Now In Full Flyer Mode
________________________________________________________________________________
| From: | "Panama Red" <panamared505(at)brier.net> |
| Subject: | Re: RV8a baffles |
Matt
I am impressed. Great work.
Bob
----- Original Message -----
From: "Matt Dralle" <dralle(at)matronics.com>
Sent: Thursday, March 14, 2013 11:55 AM
Subject: RV-List: Re: RV8a baffles
> At 06:23 PM 3/13/2013 Wednesday, you wrote:
>>--> RV8-List message posted by: Dennis Fox
>>
>>nearing completion of FWFD, having trouble visualizing the baffle seal
>>plan around the front of the top cowling. I have the Van's cowling and
>>IO-360 angle valve engine. If anyone has good pics showing how to fit the
>>seals to stop the air flow in the upper front center area, I would
>>appreciate seeing them.
>
> Hi Dennis,
>
> I've got an IO-390 with a front-mounted prop governor, but the seal layout
> is about the same. Attached are some pictures of how I did mine. I had
> no problems with CHT or EGTs.
>
>
> -
> Matt Dralle
>
> RV-8 #82880 N998RV "Ruby Vixen"
> http://www.mattsrv8.com - Matt's Complete RV-8 Construction Log
> http://www.mattsrv8.com/Mishap - Landing Mishap Rebuild Log
> http://www.youtube.com/MattsRV8 - Matt's RV-8 HDTV YouTube Channel
> Status: 172+ Hours TTSN - Rebuilding Fuselage After Landing Mishap...
>
> RV-6 #20916 N360EM "The Flyer"
> http://www.mattsrv6.com - Matt's RV-6 Revitalization Log
> Status: 140+ Hours Since Purchase - Upgrades Complete; Now In Full Flyer
> Mode
>
________________________________________________________________________________
| From: | "Carl Froehlich" <carl.froehlich(at)verizon.net> |
| Subject: | FW: Bill's polar flight - not RV related |
A neighbor at Dogwood (VA42) took off this morning to circumnavigate the
globe, via the poles. Bill broke the distance record a couple of weeks ago,
flying non-stop from Guam to Jacksonville Florida. His modified Lancair 4
holds 360 gallons of fuel, and the inherently efficient design allows him to
cruise at 180 knots averaging less than 9gph fuel burn.
Use the below link to follow his flight. He is up linking a data point
every four minutes. His first refuel is southern Brazil, then the southern
tip of Argentina, from there over the South Pole to New Zealand, then
Hawaii, Fairbanks, then over the North Pole back to Bangor Maine.
Carl
Begin forwarded message:
From: sh < <mailto:kitplanesue(at)gmail.com> kitplanesue(at)gmail.com>
Subject: Bill's polar flight
Good morning,
In case you're interested in following Bill's attempt to fly around both
poles,
here's the web link:
https://go.spidertracks.com/fleetpro/public/zqpilot
There are 4 small icons at the top left, the airplane icon puts a panel at
the left that shows what ZQ is doing.
Use the plus to zoom in or the minus to zoom out. You use the pile of papers
icon to determine the view. Try hybrid view.
If you click the X, it will take you to a screen where you select Tracks and
then click on the top latest date.
Once he's flying this will get you Bill's track as it is reported by
Spidertracks. (it also shows him taxiing while on the ground)
You must click on the last little teardrop to get his latest position info
in a box on the screen.
As he gets closer to some interesting landmarks you can zoom in.
Let's all keep our fingers crossed for a safe journey,
Sue
________________________________________________________________________________
| From: | HCRV6(at)comcast.net |
| Subject: | Looking for old style vertical stab and rudder for RV-6 |
Has anyone out there got or know of and old style Vertical stab and rudder for
an RV-6, kit or any stage of completion, that they want to part with. I think
a -4 would also work. A friend of mine is building a -6and does not want to use
the new larger RV-8 style vertical tail.
Either reply here or call Bob Gorman directly at 408-828-6727
Harry Crosby
RV-6 N16CX, 1060 hours
________________________________________________________________________________
| From: | Marty Helller <marty_away(at)hotmail.com> |
| Subject: | Looking for old style vertical stab and rudder for RV-6 |
You might want to advise your buddy that Vans made a larger tail for a rea
son: especially if its a tail dragger or he puts in an engine larger than t
he 160 hp.
Even with the Rv-7 larger tail=2C I can't add full power until the tail is
off the ground...
Marty
RV-7 75 hours
Date: Sun=2C 17 Mar 2013 00:08:25 +0000
From: HCRV6(at)comcast.net
Subject: RV-List: Looking for old style vertical stab and rudder for RV-6
Has anyone out there got or know of and old style Vertical stab and rudder
for an RV-6=2C kit or any stage of completion=2C that they want to part wit
h. I think a -4 would also work. A friend of mine is building a -6and doe
s not want to use the new larger RV-8 style vertical tail.
Either reply here or call Bob Gorman directly at 408-828-6727
Harry Crosby
RV-6 N16CX=2C 1060 hours
________________________________________________________________________________
| Subject: | =?utf-8?Q?RE:_RV-List:_Looking_for_old_style_vertical_stab_and_rudder_for?= |
=?utf-8?Q?_RV-6?
| From: | "R.C. Flyer" <smirdrv(at)hotmail.com> |
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________________________________________________________________________________
| From: | Ed Holyoke <bicyclop(at)pacbell.net> |
| Subject: | Re: Looking for old style vertical stab and rudder for RV-6 |
First they increased the height of the stab and made a larger
counterbalanced rudder, then they came out with the 7 with an even
taller stab (I think) and quickly went to the riveted trailing edge
rudder for better spin recovery.
What I've experienced with my 6A and small rudder is a little hunting in
turbulence and not enough authority for serious slips. Less wetted area
makes for a faster airplane, if that's what you want. Marty is probably
right about not using full power on the takeoff roll, but it'll
accelerate and break ground with very little power and then, with more
airspeed and control authority, you can bring in the rest of the power.
Even an O-320 fixed pitch bird climbs just fine, not 3000fpm mind you
but just fine.
Pax,
Ed
On 3/16/2013 7:34 PM, R.C. Flyer wrote:
> Whats this about a larger tail for the -6? Im currently working on
> my Fuse for the -6 and its a Tail dragger. I have the original Tail
> Section that I built several years ago. How critical is this new tail
> mod for the tail wheel version? Is this info on the web sight or can
> it be found here on the forum?
> R.C.
> *From:* Marty Helller
> *Sent:* March 16, 2013 6:43 PM
> *To:* rv-list(at)matronics.com
> *Subject:* RE: RV-List: Looking for old style vertical stab and rudder
> for RV-6
> You might want to advise your buddy that Vans made a larger tail for
> a reason: especially if its a tail dragger or he puts in an engine
> larger than the 160 hp.
>
> Even with the Rv-7 larger tail, I can't add full power until the tail
> is off the ground...
>
> Marty
> RV-7 75 hours
>
> ------------------------------------------------------------------------
> Date: Sun, 17 Mar 2013 00:08:25 +0000
> From: HCRV6(at)comcast.net
> To: RV-list(at)matronics.com
> Subject: RV-List: Looking for old style vertical stab and rudder for RV-6
>
> Has anyone out there got or know of and old style Vertical stab and
> rudder for an RV-6, kit or any stage of completion, that they want to
> part with. I think a -4 would also work. A friend of mine is
> building a -6and does not want to use the new larger RV-8 style
> vertical tail.
>
> Either reply here or call Bob Gorman directly at 408-828-6727
>
> HarryCrosby
> RV-6 N16CX, 1060 hours
>
> *
>
> t" target="_blank">http://www.matronics.com/Navigator?RV-List
> lank">http://forums.matronics.com
> rget="_blank">http://www.matronics.com/contribution
>
> *
> *
>
>
> *
> ~,gM4Gqz.'8ER&j)EK j',.+-
> 5h,x
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> 'ojj+ERM $NEC&z
> j(lVj^Yfr(mfr(*'gJ+^8L+i1m)j|-&j',rr&*'i0fr((nb{nrfl==
________________________________________________________________________________
| Subject: | =?utf-8?Q?RE:_RV-List:_Looking_for_old_style_vertical_stab_and_rudder_for?= |
=?utf-8?Q?_RV-6?
| From: | "R.C. Flyer" <smirdrv(at)hotmail.com> |
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________________________________________________________________________________
| From: | HCRV6(at)comcast.net |
| Subject: | Re: Looking for old style vertical stab and rudder for RV-6 |
FWIW, I have the old small tail on my RV-6 tail dragger with O-360 and fixe
d pitch (Catto) and it slips just fine. Sure, you can't add full power unti
l you get a little speed for full rudder authority on takeoff, my feeling i
s so what, makes me think I'm flying a Mustang (in my dreams!). As for tail
wag, I have flown an RV-7 tail dragger with the large tail and it wagged j
ust as much as mine does in turbulence.
Now, having said all that, if you are given to doing intentional spins, go
with the large tail for faster spin recovery. I have never spun mine, and h
ave no intention of ever doing so .
BTW, R.C., if you are building a tail dragger and plan on a fixed pitch pro
p, especially if it is a light composite prop, you are probably going to fi
nd that you need to be concerned about aft CG issues. The heavier O-360 mig
ht actually be a boon in that respect. Just passing on my own experience fo
r whatever it's worth.
Harry Crosby
RV-6 N16CX, 1060 hours and counting
----- Original Message -----
From: "R.C. Flyer" <smirdrv(at)hotmail.com>
Sent: Saturday, March 16, 2013 11:05:04 PM
Subject: RE: RV-List: Looking for old style vertical stab and rudder for RV
-6
I have an O-320-160 in my Tailwind and was considering an O-360-180 for the
-6. I=99m only 120# after a heavy meal, and soaking wet, so pass pay
load wouldn=99t be an issue. I do occasionally execute aggressive sli
ps on approach when necessary.... was this an =9CAD=9D from Van
=99s? Maybe I should consider another O-320-160......
R.C.
From: Ed Holyoke
Sent: =8EMarch=8E =8E16=8E, =8E2013 =8E
8=8E:=8E53=8E =8EPM
Subject: Re: RV-List: Looking for old style vertical stab and rudder for RV
-6
First they increased the height of the stab and made a larger counterbalanc
ed rudder, then they came out with the 7 with an even taller stab (I think)
and quickly went to the riveted trailing edge rudder for better spin recov
ery.
What I've experienced with my 6A and small rudder is a little hunting in tu
rbulence and not enough authority for serious slips. Less wetted area makes
for a faster airplane, if that's what you want. Marty is probably right ab
out not using full power on the takeoff roll, but it'll accelerate and brea
k ground with very little power and then, with more airspeed and control au
thority, you can bring in the rest of the power. Even an O-320 fixed pitch
bird climbs just fine, not 3000fpm mind you but just fine.
Pax,
Ed
On 3/16/2013 7:34 PM, R.C. Flyer wrote:
What=99s this about a larger tail for the -6? I=99m currently w
orking on my Fuse for the -6 and it=99s a Tail dragger. I have the or
iginal Tail Section that I built several years ago. How critical is this ne
w tail mod for the tail wheel version? Is this info on the web sight or can
it be found here on the forum?
R.C.
From: Marty Helller
Sent: =8EMarch=8E =8E16=8E, =8E2013 =8E
6=8E:=8E43=8E =8EPM
Subject: RE: RV-List: Looking for old style vertical stab and rudder for RV
-6
You might want to advise your buddy that Vans made a larger tail for a reas
on: especially if its a tail dragger or he puts in an engine larger than th
e 160 hp.
Even with the Rv-7 larger tail, I can't add full power until the tail is of
f the ground...
Marty
RV-7 75 hours
Date: Sun, 17 Mar 2013 00:08:25 +0000
From: HCRV6(at)comcast.net
Subject: RV-List: Looking for old style vertical stab and rudder for RV-6
Has anyone out there got or know of and old style Vertical stab and rudder
for an RV-6, kit or any stage of completion, that they want to part with. I
think a -4 would also work. A friend of mine is building a -6and does not
want to use the new larger RV-8 style vertical tail.
Either reply here or call Bob Gorman directly at 408-828-6727
Harry Crosby
RV-6 N16CX, 1060 hours
t" target="_blank"> http://www.matronics.com/Navigator?RV-List lank"> htt
p://forums.matronics.com rget="_blank"> http://www.matronics.com/contribu
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________________________________________________________________________________
| From: | "JohnF" <n29cx(at)ridgeviewtel.us> |
| Subject: | Re: Looking for old style vertical stab and rudder for RV-6 |
I sold my RV6A a few years ago and built an RV-12 (ago creeping ip on me
pretty fast) but about tail wag in tubrulence; when I put vortex
generators on there was a very noticeable reduction in yawing in
turbulence...a very noticeable reduction.
FWIW
----- Original Message -----
From: HCRV6(at)comcast.net
To: rv-list(at)matronics.com
Sent: Sunday, March 17, 2013 1:53 PM
Subject: Re: RV-List: Looking for old style vertical stab and rudder
for RV-6
FWIW, I have the old small tail on my RV-6 tail dragger with O-360 and
fixed pitch (Catto) and it slips just fine. Sure, you can't add full
power until you get a little speed for full rudder authority on takeoff,
my feeling is so what, makes me think I'm flying a Mustang (in my
dreams!). As for tail wag, I have flown an RV-7 tail dragger with the
large tail and it wagged just as much as mine does in turbulence.
Now, having said all that, if you are given to doing intentional
spins, go with the large tail for faster spin recovery. I have never
spun mine, and have no intention of ever doing so.
BTW, R.C., if you are building a tail dragger and plan on a fixed
pitch prop, especially if it is a light composite prop, you are probably
going to find that you need to be concerned about aft CG issues. The
heavier O-360 might actually be a boon in that respect. Just passing on
my own experience for whatever it's worth.
Harry Crosby
RV-6 N16CX, 1060 hours and counting
-------------------------------------------------------------------------
-----
From: "R.C. Flyer" <smirdrv(at)hotmail.com>
To: rv-list(at)matronics.com
Sent: Saturday, March 16, 2013 11:05:04 PM
Subject: RE: RV-List: Looking for old style vertical stab and rudder
for RV-6
I have an O-320-160 in my Tailwind and was considering an O-360-180
for the -6. I=99m only 120# after a heavy meal, and soaking wet,
so pass payload wouldn=99t be an issue. I do occasionally execute
aggressive slips on approach when necessary.... was this an
=9CAD=9D from Van=99s? Maybe I should consider
another O-320-160......
R.C.
From: Ed Holyoke
Sent: =8EMarch=8E =8E16=8E, =8E2013
=8E8=8E:=8E53=8E =8EPM
To: rv-list(at)matronics.com
Subject: Re: RV-List: Looking for old style vertical stab and rudder
for RV-6
First they increased the height of the stab and made a larger
counterbalanced rudder, then they came out with the 7 with an even
taller stab (I think) and quickly went to the riveted trailing edge
rudder for better spin recovery.
What I've experienced with my 6A and small rudder is a little hunting
in turbulence and not enough authority for serious slips. Less wetted
area makes for a faster airplane, if that's what you want. Marty is
probably right about not using full power on the takeoff roll, but it'll
accelerate and break ground with very little power and then, with more
airspeed and control authority, you can bring in the rest of the power.
Even an O-320 fixed pitch bird climbs just fine, not 3000fpm mind you
but just fine.
Pax,
Ed
On 3/16/2013 7:34 PM, R.C. Flyer wrote:
What=99s this about a larger tail for the -6? I=99m
currently working on my Fuse for the -6 and it=99s a Tail dragger.
I have the original Tail Section that I built several years ago. How
critical is this new tail mod for the tail wheel version? Is this info
on the web sight or can it be found here on the forum?
R.C.
From: Marty Helller
Sent: =8EMarch=8E =8E16=8E, =8E2013
=8E6=8E:=8E43=8E =8EPM
To: rv-list(at)matronics.com
Subject: RE: RV-List: Looking for old style vertical stab and rudder
for RV-6
You might want to advise your buddy that Vans made a larger tail
for a reason: especially if its a tail dragger or he puts in an engine
larger than the 160 hp.
Even with the Rv-7 larger tail, I can't add full power until the
tail is off the ground...
Marty
RV-7 75 hours
-------------------------------------------------------------------------
---
Date: Sun, 17 Mar 2013 00:08:25 +0000
From: HCRV6(at)comcast.net
To: RV-list(at)matronics.com
Subject: RV-List: Looking for old style vertical stab and rudder for
RV-6
Has anyone out there got or know of and old style Vertical stab and
rudder for an RV-6, kit or any stage of completion, that they want to
part with. I think a -4 would also work. A friend of mine is building
a -6and does not want to use the new larger RV-8 style vertical tail.
Either reply here or call Bob Gorman directly at 408-828-6727
Harry Crosby
RV-6 N16CX, 1060 hours
t" target="_blank">http://www.matronics.com/Navigator?RV-List
lank">http://forums.matronics.com
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________________________________________________________________________________
| Subject: | =?utf-8?Q?RE:_RV-List:_Looking_for_old_style_vertical_stab_and_rudder_for?= |
=?utf-8?Q?__RV-6?
| From: | "R.C. Flyer" <smirdrv(at)hotmail.com> |
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________________________________________________________________________________
| From: | Warrenbrecheisen <n146wb(at)cfu.net> |
| Subject: | Re: Looking for old style vertical stab and rudder for RV-6 |
I echo the cg issue. I have an O-320 in my -6. Even with a metal fixed pit
ch prop and -7 battery installation the cg is further back than I would like
(about 1/3rd from forward most). Forget the 100 lb luggage capacity. You w
on't be able to use it unless you are alone. I spun mine unintentionally du
ring the test phase and recovery was good, but every plane is different.
Warren
On Mar 17, 2013, at 6:56 PM, "R.C. Flyer" wrote:
> Gotcha, Harry. I had CG concerns in my Tailwind because the wings are wet (
just under 50 gal.)which places the balance point a bit father aft. So it so
unds like an O-360 wouldn=C3=A2=82=AC=84=A2t be a problem..... Thanks.
I=C3=A2=82=AC=84=A2ll contact Van=C3=A2=82=AC=84=A2s tomorrow a
nd see what they have to say about the issue.
>
> R.C.
>
> Sent from Windows Mail
>
> From: HCRV6(at)comcast.net
> Sent: =C3=A2=82=AC=C5=BDMarch=C3=A2=82=AC=C5=BD =C3=A2=82=AC=C5=BD
17=C3=A2=82=AC=C5=BD, =C3=A2=82=AC=C5=BD2013 =C3=A2=82=AC=C5=BD12=C3
=A2=82=AC=C5=BD:=C3=A2=82=AC=C5=BD58=C3=A2=82=AC=C5=BD =C3=A2=82
=AC=C5=BDPM
> To: rv-list(at)matronics.com
> Subject: Re: RV-List: Looking for old style vertical stab and rudder for R
V-6
>
> FWIW, I have the old small tail on my RV-6 tail dragger with O-360 and fix
ed pitch (Catto) and it slips just fine. Sure, you can't add full power unt
il you get a little speed for full rudder authority on takeoff, my feeling i
s so what, makes me think I'm flying a Mustang (in my dreams!). As for tail
wag, I have flown an RV-7 tail dragger with the large tail and it wagged ju
st as much as mine does in turbulence.
>
> Now, having said all that, if you are given to doing intentional spins, go
with the large tail for faster spin recovery. I have never spun mine, and h
ave no intention of ever doing so.
>
> BTW, R.C., if you are building a tail dragger and plan on a fixed pitch pr
op, especially if it is a light composite prop, you are probably going to fi
nd that you need to be concerned about aft CG issues. The heavier O-360 mig
ht actually be a boon in that respect. Just passing on my own experience fo
r whatever it's worth.
>
> Harry Crosby
> RV-6 N16CX, 1060 hours and counting
> From: "R.C. Flyer" <smirdrv(at)hotmail.com>
> To: rv-list(at)matronics.com
> Sent: Saturday, March 16, 2013 11:05:04 PM
> Subject: RE: RV-List: Looking for old style vertical stab and rudder for R
V-6
>
> I have an O-320-160 in my Tailwind and was considering an O-360-180 for th
e -6. I=C3=A2=82=AC=84=A2m only 120# after a heavy meal, and soaking w
et, so pass payload wouldn=C3=A2=82=AC=84=A2t be an issue. I do occasi
onally execute aggressive slips on approach when necessary.... was this an =C3
=A2=82=AC=C5=93AD=C3=A2=82=AC=C2=9D from Van=C3=A2=82=AC=84=A2s?
Maybe I should consider another O-320-160......
>
> R.C.
>
> From: Ed Holyoke
> Sent: =C3=A2=82=AC=C5=BDMarch=C3=A2=82=AC=C5=BD =C3=A2=82=AC=C5=BD
16=C3=A2=82=AC=C5=BD, =C3=A2=82=AC=C5=BD2013 =C3=A2=82=AC=C5=BD8=C3
=A2=82=AC=C5=BD:=C3=A2=82=AC=C5=BD53=C3=A2=82=AC=C5=BD =C3=A2=82
=AC=C5=BDPM
> To: rv-list(at)matronics.com
> Subject: Re: RV-List: Looking for old style vertical stab and rudder for R
V-6
>
> First they increased the height of the stab and made a larger counterbalan
ced rudder, then they came out with the 7 with an even taller stab (I think)
and quickly went to the riveted trailing edge rudder for better spin recove
ry.
>
> What I've experienced with my 6A and small rudder is a little hunting in t
urbulence and not enough authority for serious slips. Less wetted area makes
for a faster airplane, if that's what you want. Marty is probably right abo
ut not using full power on the takeoff roll, but it'll accelerate and break g
round with very little power and then, with more airspeed and control author
ity, you can bring in the rest of the power. Even an O-320 fixed pitch bird c
limbs just fine, not 3000fpm mind you but just fine.
>
> Pax,
>
> Ed
>
> On 3/16/2013 7:34 PM, R.C. Flyer wrote:
> What=C3=A2=82=AC=84=A2s this about a larger tail for the -6? I=C3=A2
=82=AC=84=A2m currently working on my Fuse for the -6 and it=C3=A2=82
=AC=84=A2s a Tail dragger. I have the original Tail Section that I built s
everal years ago. How critical is this new tail mod for the tail wheel vers
ion? Is this info on the web sight or can it be found here on the forum?
> R.C.
>
> From: Marty Helller
> Sent: =C3=A2=82=AC=C5=BDMarch=C3=A2=82=AC=C5=BD =C3=A2=82=AC=C5=BD
16=C3=A2=82=AC=C5=BD, =C3=A2=82=AC=C5=BD2013 =C3=A2=82=AC=C5=BD6=C3
=A2=82=AC=C5=BD:=C3=A2=82=AC=C5=BD43=C3=A2=82=AC=C5=BD =C3=A2=82
=AC=C5=BDPM
> To: rv-list(at)matronics.com
> Subject: RE: RV-List: Looking for old style vertical stab and rudder for R
V-6
>
> You might want to advise your buddy that Vans made a larger tail for a re
ason: especially if its a tail dragger or he puts in an engine larger than t
he 160 hp.
>
> Even with the Rv-7 larger tail, I can't add full power until the tail is o
ff the ground...
>
> Marty
> RV-7 75 hours
>
> Date: Sun, 17 Mar 2013 00:08:25 +0000
> From: HCRV6(at)comcast.net
> To: RV-list(at)matronics.com
> Subject: RV-List: Looking for old style vertical stab and rudder for RV-6
>
> Has anyone out there got or know of and old style Vertical stab and rudder
for an RV-6, kit or any stage of completion, that they want to part with. I
think a -4 would also work. A friend of mine is building a -6and does not w
ant to use the new larger RV-8 style vertical tail.
>
> Either reply here or call Bob Gorman directly at 408-828-6727
>
> Harry Crosby
> RV-6 N16CX, 1060 hours
>
>
>
> t" target="_blank">http://www.matronics.com/Navigator?RV-List
> lank">http://forums.matronics.com
> rget="_blank">http://www.matronics.com/contribution
>
>
>
>
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>
>
> t="_blank">http://www.matronics.com/Navigator?RV-List
> tp://forums.matronics.com
> _blank">http://www.matronics.com/contribution
>
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________________________________________________________________________________
| From: | Max <maxfly55(at)gmail.com> |
Harry,
I have an early, completed vertical fin and rudder assembly. Where are you
located?
Thomas Phy 541-306-1500
________________________________________________________________________________
| From: | Ralph Finch <ralphmariafinch(at)gmail.com> |
| Subject: | Re: internet sales taxes |
I think I hear violins playing...or is it whining?
*"If this happens, it will drive many small companies, like Flyboy
Accessories, right out of business."*
So you admit your business model depends on unfair subsidies from those who
DO pay taxes.
*"There is NO way that we'd be able to handle the additional work required
to track sales taxes for 49 other states (including those who don't
currently have a sales tax... we'd still have to track it!)."*
Oh, dear, that IS a chore, tracking 50 different tax entities! You poor
thing, you'll have to stay up all night keeping track! Of course, it's not
50 states you'd track, it's a few thousand tax boundaries (counties,
cities, etc). Of course, no enterprising 3rd party company will ever be
created to track these for you and the hundreds of thousands of other
on-line businesses...naw, that's too obvious.
*"Currently, the buyer (you) are responsible to remit sales taxes to your
state on anything you buy from out of state. I know that compliance to
this regulation is sometimes slim, but that is no reason to shift the
liability to the innocent merchant!"*
I DO pay my use taxes each year on my out-of-state purchases. Since I can
track my purchases, I see no hardship to the "innocent" merchant.
*"2. Don't be fooled, real people don't want new tax burdens of any kind on
the Internet."
*
Screw you. Real people don't want corporate subsidies.*
*Flyboy Accessories will never get my business...and building an RV-9A, I
spend a lot.
Ralph Finch
________________________________________________________________________________
| Subject: | Re: internet sales taxes |
| From: | John Trollinger <john(at)trollingers.com> |
Ralph,
Actually it is not a corporate subsidy, it is a subsidy for those buying
the product, as the business is still paying its taxes, it is the consumer
who is not paying their taxes.
Right or wrong what the internet next is trying to do is force the business
to collect the consumers portion of the tax for them and then pay it to the
state that it is owed. It is hard to see why it should be the job of a
company that operates out of state A being forced to follow the tax codes
of state B just because consumers are not following the law the way you are
Ralph.
john
On Mon, Mar 18, 2013 at 11:11 AM, Ralph Finch wrote:
> I think I hear violins playing...or is it whining?
>
>
> *"If this happens, it will drive many small companies, like Flyboy
> Accessories, right out of business."*
>
> So you admit your business model depends on unfair subsidies from those
> who DO pay taxes.
>
>
> *"There is NO way that we'd be able to handle the additional work
> required to track sales taxes for 49 other states (including those who
> don't currently have a sales tax... we'd still have to track it!)."*
>
> Oh, dear, that IS a chore, tracking 50 different tax entities! You poor
> thing, you'll have to stay up all night keeping track! Of course, it's not
> 50 states you'd track, it's a few thousand tax boundaries (counties,
> cities, etc). Of course, no enterprising 3rd party company will ever be
> created to track these for you and the hundreds of thousands of other
> on-line businesses...naw, that's too obvious.
>
>
> *"Currently, the buyer (you) are responsible to remit sales taxes to your
> state on anything you buy from out of state. I know that compliance to
> this regulation is sometimes slim, but that is no reason to shift the
> liability to the innocent merchant!"*
>
> I DO pay my use taxes each year on my out-of-state purchases. Since I can
> track my purchases, I see no hardship to the "innocent" merchant.
>
>
> *"2. Don't be fooled, real people don't want new tax burdens of any kind
> on the Internet."
>
> *
> Screw you. Real people don't want corporate subsidies.*
>
> *Flyboy Accessories will never get my business...and building an RV-9A, I
> spend a lot.
>
> Ralph Finch
>
> *
>
> *
>
>
________________________________________________________________________________
| From: | Linn <flying-nut(at)cfl.rr.com> |
| Subject: | Re: internet sales taxes |
Sorry Ralph, but I think you're way out of line. What sales business
experience do you have? I've had a few in my lifetime and the paperwork
(which I absolutely hate) and crappy customers killed them all. Vince
asked to not start a war ... but you had to respond .... and yes, I am too.
I'm in FL, and the FL IRS says if you have physical presence in the
state then you must collect sales tax. Pretty much the same in other
states. It's just another way for bloated state Gov't to add another
tax without doing anything to support those vendors in other states.
Yep, you spend a lot through catalogs and internet sales and report your
sales tax .... as you should but now you want to place that onus on
small businesses. That's a shame.
Linn .... last call
On 3/18/2013 11:11 AM, Ralph Finch wrote:
> I think I hear violins playing...or is it whining?
>
> /"If this happens, it will drive many small companies, like Flyboy
> Accessories, right out of business."/
>
> So you admit your business model depends on unfair subsidies from
> those who DO pay taxes.
>
> /"There is NO way that we'd be able to handle the additional work
> required to track sales taxes for 49 other states (including those who
> don't currently have a sales tax... we'd still have to track it!)."/
>
> Oh, dear, that IS a chore, tracking 50 different tax entities! You
> poor thing, you'll have to stay up all night keeping track! Of course,
> it's not 50 states you'd track, it's a few thousand tax boundaries
> (counties, cities, etc). Of course, no enterprising 3rd party company
> will ever be created to track these for you and the hundreds of
> thousands of other on-line businesses...naw, that's too obvious.
>
> /"Currently, the buyer (you) are responsible to remit sales taxes to
> your state on anything you buy from out of state. I know that
> compliance to this regulation is sometimes slim, but that is no reason
> to shift the liability to the innocent merchant!"/
>
> I DO pay my use taxes each year on my out-of-state purchases. Since I
> can track my purchases, I see no hardship to the "innocent" merchant.
>
> /*"2. Don't be fooled, real people don't want new tax burdens of any
> kind on the Internet."
>
> */
> Screw you. Real people don't want corporate subsidies./*
>
> */Flyboy Accessories will never get my business...and building an
> RV-9A, I spend a lot.
>
> Ralph Finch
> *
>
>
> *
>
> No virus found in this message.
> Checked by AVG - www.avg.com <http://www.avg.com>
>
________________________________________________________________________________
| From: | HCRV6(at)comcast.net |
Max,
Thanks, I have forwarded your phone number to Bob Gorman, my pal who is looking
for the fin and rudder.
Harry
----- Original Message -----
From: "Max" <maxfly55(at)gmail.com>
Sent: Monday, March 18, 2013 5:43:49 AM
Subject: RV-List: RV-6 rudder
Harry,
I have an early, completed vertical fin and rudder assembly. Where are you located?
________________________________________________________________________________
| Subject: | Speaking of rudders... |
| From: | Charlie E <ceengland7(at)gmail.com> |
Is anyone missing one?
This one was found on the side of the road on Highway 49 N near Pocahontas M
S.
Charlie
Sent from my iPhone