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________________________________________________________________________________
Subject: 
skin pimples
From: 
John Cox <johnwcox(at)pacificnw.com>
Date: 
Oct 04, 2009
      
      Kent White of OSH Metalworking Class fame has a technique for shrinking the
       material.  It would be considered advanced by some RV-10 builders.  There 
      is a hammering technique to limit the additional stretch of material that i
      s worthy of planishing before resorting to weight adding body fillers.
      
      Wetsuit material laid inside the work area is a great line of defense for n
      atural human occurances.
      
      John Cox
      
      
      From: woxofswa
      Sent: Sun 10/4/2009 7:00 PM
      Subject: RV10-List: skin pimples
      
      
      As I was riveting my QB wing skin, my well meaning neighbor helped me buck 
      some rivets.  When I do it myself I keep rags on the lower inside skin in c
      ase the bucking bar gets dropped, but unfortunately, the rags didn't get mo
      ved enough and sure enough, we ended up with a couple of skin "pimples" on 
      the upper outer skin surface.
      
      Is there a prescribed way to deal with said pimples?
      
      --------
      Myron Nelson
      Mesa, AZ
      Emp completed, legacy build fuse in progress
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=266508#266508
      
      
________________________________________________________________________________
From: 
Kevin Belue <kdbelue(at)charter.net>
Subject: 
Ray Allen trim indicator failures
Date: 
Oct 05, 2009
      
      
      I'm using the Ray Allen LED trim indicators but they quit working  
      after a few hours of flying. I could get them to work temporarily by  
      thumping them, but now they rarely work. Have others had this problem  
      and did you ever get them to work reliably?
      
      Kevin Belue
      RV10 flying
      RV6A flying
      
      
________________________________________________________________________________
Subject: 
Re: RV10 Mark 1 Door Interlock
From: 
"johngoodman" <johngoodman(at)earthlink.net>
Date: 
Oct 05, 2009
      
      
      We need a hatch with explosive bolts... Gus Grissom
      
      --------
      #40572 QB Fuselage, wings finished. Finish Kit progressing. Engine & Panel
      delivery soon.
      N711JG reserved
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=266569#266569
      
      
________________________________________________________________________________
Date: 
Oct 05, 2009
From: 
Tim Olson <Tim(at)MyRV10.com>
Subject: 
Re: Ray Allen trim indicator failures
      
      
      Yeah, internally I've found solder joints broken and such.  You should
      take a peek inside once.  In the end, I had one that I just couldn't
      fix and they sent me a replacement.
      
      Tim Olson - RV-10 N104CD
      
      
      Kevin Belue wrote:
      > 
      > I'm using the Ray Allen LED trim indicators but they quit working after 
      > a few hours of flying. I could get them to work temporarily by thumping 
      > them, but now they rarely work. Have others had this problem and did you 
      > ever get them to work reliably?
      > 
      > Kevin Belue
      > RV10 flying
      > RV6A flying
      > 
      
      
________________________________________________________________________________
Date: 
Oct 05, 2009
From: 
"Ralph E. Capen" <recapen(at)earthlink.net>
Subject: 
Re: Ray Allen trim indicator failures
      
      
      I have three in my panel and have replaced them all at least once as individual
      LED's have failed.
      
      I have one that is doing the same thing that you've mentioned and when I give it
      a good flick-thump it comes back.
      
      Maybe another bad batch of something.
      
      Ralph
      RV6A N822AR @ N06 38.4hrs - sooooo close
      
      -----Original Message-----
      >From: Kevin Belue <kdbelue(at)charter.net>
      >Sent: Oct 5, 2009 8:48 AM
      >To: "rv10-list(at)matronics.com" 
      >Subject: RV10-List: Ray Allen trim indicator failures
      >
      >
      >I'm using the Ray Allen LED trim indicators but they quit working  
      >after a few hours of flying. I could get them to work temporarily by  
      >thumping them, but now they rarely work. Have others had this problem  
      >and did you ever get them to work reliably?
      >
      >Kevin Belue
      >RV10 flying
      >RV6A flying
      >
      >
      
      
________________________________________________________________________________
From: 
Kevin Belue <kdbelue(at)charter.net>
Subject: 
Re: Ray Allen trim indicator failures
Date: 
Oct 05, 2009
      
      
      My annual inspection is due next month so I'm waiting until then and  
      I'll take it apart. I thought there might be bad solder joints - you'd  
      think they would correct that QC issue by now....
      Thanks for the info!
      
      Kevin
      
      Sent from my iPhone
      
      On Oct 5, 2009, at 8:11 AM, Tim Olson  wrote:
      
      >
      > Yeah, internally I've found solder joints broken and such.  You should
      > take a peek inside once.  In the end, I had one that I just couldn't
      > fix and they sent me a replacement.
      >
      > Tim Olson - RV-10 N104CD
      >
      >
      > Kevin Belue wrote:
      >> I'm using the Ray Allen LED trim indicators but they quit working  
      >> after a few hours of flying. I could get them to work temporarily  
      >> by thumping them, but now they rarely work. Have others had this  
      >> problem and did you ever get them to work reliably?
      >> Kevin Belue
      >> RV10 flying
      >> RV6A flying
      >
      >
      
      
________________________________________________________________________________
Date: 
Oct 05, 2009
From: 
"Fred Williams, M.D." <drfred(at)suddenlinkmail.com>
Subject: 
Annual
      
      
      Morning;
      
      515FW is a year old and going thru it's annual this weekend.  160 hrs.
      
      Couple notes;
      
      1. I did a poor job at sealing the bulkhead.  I prosealed the flats but 
      somehow missed filling in the gaps in the corners in between the 
      flanges.  The gaps are not real obvious as they are hidden behind the 
      the cowl hinge as you look from the outside.  I have had occasional 
      blips on my CO monitor that have been intermittent and not seeming to be 
      related to attitude/conditions.  I used high temp silicone from the 
      inside to seal. 
           
      Does anybody have a good reason for the gap at the forward edge of the 
      wing root?  Water drainage?  Air exit? 
      
      2. I would not have put in a center console if I had to do it again.  I 
      have too much stuff to pull to adequately get a good look high up in the 
      tunnel.  I put access panels on both sides of the tunnel to change the 
      fuel filter and that really helped.  Only took about 20 min to change 
      this time. 
      
      3. If you have a Trutrak autopilot and the screen is starting to get 
      some lines and fail and you're thinking about getting it fixed, better 
      call and get in line.  I went and pulled my unit out as I was there 
      anyway, called and it will be "several weeks" before they can get to it 
      and get it fixed.  Courteous on the phone but obviously overwhelmed by 
      this problem.  Put me on a call back list.  Arguh  .
      
      4. I like the 3  pin idea for the door.  But does it really solve the 
      problem of not checking each and every time before take off to make sure 
      the door has latched properly?  The root cause and common denominator 
      seems to be not checking that the door is closed.   Has there been a 
      door come off where the pins were engaged and checked? 
      
      Dr Fred
      
      
________________________________________________________________________________
Subject: 
Re: A new builder on the block
From: 
"MikeInIrving" <mike.strube(at)gmail.com>
Date: 
Oct 05, 2009
      
      
      Wow, I called and found out my kit number, it's #1,000
      
      I'm buying a lottery ticket this week, it's my lucky week.
      
      Mike Strube
      
      --------
      Mike Strube
      Irving, Tx
      mike.strube at gmail.com
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=266601#266601
      
      
________________________________________________________________________________
Date: 
Oct 05, 2009
Subject: 
AP
From: 
"Jim" <jim(at)CombsFive.Com>
      
      
      Dr Fred Wrote:
      
      3. If you have a Trutrak autopilot and the
      screen is starting to get
      some lines and fail and you're thinking
      about getting it fixed, better
      call and get in line.  I went and
      pulled my unit out as I was there
      anyway, called and it will be
      "several weeks" before they can get to it
      and get it fixed.
       Courteous on the phone but obviously overwhelmed by
      this problem. 
      Put me on a call back list.  Arguh  .
      
      Another item regarding
      the AP. If you have the Advanced Flight Systems version of the A/P,
      you should look at having the the buttons and firmware updated to make it
      a "real" AFS A/P. There is a firmware change as well as
      button labeling change that needs to be done. The latest AFS
      documentation shows the correct buttons. Functionality also changes
      with the new software.
      
      Our display has one pixel row blank as
      well.
      
      Jim Combs (N312F - 120 Hours)
      
      
________________________________________________________________________________
Date: 
Oct 05, 2009
Subject: 
Re: A new builder on the block
From: 
"Jim" <jim(at)CombsFive.Com>
      
      
      Gee you should get a prize for that number!
      
      Jim C
      
      -------------------------------------------------------------------
      
      
      
      Wow, I called and found out my
      kit number, it's #1,000
      
      I'm buying a lottery ticket this week,
      it's my lucky week.
      
      Mike Strube
      
      --------
      Mike
      Strube
      Irving, Tx
      mike.strube at gmail.com
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=266601#266601
      
      
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________________________________________________________________________________
From: 
Vernon Smith <planesmith(at)hotmail.com>
Subject: 
skin pimples
Date: 
Oct 05, 2009
      
      
      If you are interested in pursuing this further Kent has a DVD at https://ww
      w.tinmantech.com/html/vid_basic_damage_repair_alu.php. Not all of the techn
      iques are appropriate for working with 2024 aluminum=2C but some work very 
      well.
      
      
      Vern Smith #40324
      
      
      Subject: RE: RV10-List: skin pimples
      From: johnwcox(at)pacificnw.com
      Date: Sun=2C 4 Oct 2009 21:31:47 -0700
      
      
      Kent White of OSH Metalworking Class fame has a technique for shrinking the
       material.  It would be considered advanced by some RV-10 builders.  There 
      is a hammering technique to limit the additional stretch of material that i
      s worthy of planishing before resorting to weight adding body fillers.
      
      Wetsuit material laid inside the work area is a great line of defense for n
      atural human occurances.
      
      
      John Cox
      
      
      From: woxofswa
      Sent: Sun 10/4/2009 7:00 PM
      Subject: RV10-List: skin pimples
      
      
      As I was riveting my QB wing skin=2C my well meaning neighbor helped me buc
      k some rivets.  When I do it myself I keep rags on the lower inside skin in
       case the bucking bar gets dropped=2C but unfortunately=2C the rags didn't 
      get moved enough and sure enough=2C we ended up with a couple of skin "pimp
      les" on the upper outer skin surface.
      
      Is there a prescribed way to deal with said pimples?
      
      --------
      Myron Nelson
      Mesa=2C AZ
      Emp completed=2C legacy build fuse in progress
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=266508#266508
      
      
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      =AD{p=D3=85=A9=E4=CA=8B=9F=A2=BC=A8=BA=B8=1E=9D=EA=E8=BA=CB.=9A+=B7p=CCj
      =DBC=AD=A9ex=B8=AC=B4=07f=8A}=C3j=1A=DE=7Fp=E1=B6=DA=7F=FF 0=99=ABk=A2x=9C
      =B1=CA&=FD=CA'=B6=B8=9B=BA=D8=A8=9E=1Bm=A7=FF=F0=C3 =9A=B6=BA'=89=CB=1C=A2o
      =DC=A2{k=89=BB=AD=8A=89=FFkp=F7=0Fp=F7=0Fp=F7=0Fp=F7=0Fp=F7=0Fp=F7=0Fp=F7
      =0Fp=F7=0Fp=F7=0Fp=F7=0Fp=F7=0Fp=F7=0Fp=F7=0Fp=F7=0Fp=F7=0Fp=F7=0Fp=F7=0Fp
      =F7=0Fp=F7=0Fp=F7=0Fp=F7=0Fp=F7=0Fp=F7=0Fp=F7=0Fp=F7=0Fp=F7=0Fp=F7=0Fp=F7
      =0Fp=F7=0Fp=F7=0F=F6=FF~=89=ED=FE=9A=DE=FD=BA=1D=CB=F8m=9A 		 	   		  =0A
      _________________________________________________________________=0A
      Hotmail: Powerful Free email with security by Microsoft.=0A
      
________________________________________________________________________________
Subject: 
Re: Annual
From: 
"Strasnuts" <sean(at)braunandco.com>
Date: 
Oct 05, 2009
      
      
      I don't have my doors yet but have been in an RV-10.  It seems to me if you had
      the third pin going down, it would be probably impossible to pin the front and
      not have the middle and rear pin engaged.  That is what I like about the third
      pin idea.  I bet the door wouldn't flex enough to have that happen.  The last
      incident had the front pin in and the rear pin out.
      
      --------
      Cust. #40936
      RV-10 SB Fuselage
      N801VR reserved
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=266609#266609
      
      
________________________________________________________________________________
Subject: 
Ray Allen trim indicator failures
Date: 
Oct 05, 2009
From: 
"Perry, Phil" <Phil.Perry(at)netapp.com>
      
      
      Thanks for the tip..  Before installing mine, I'm going to open them up
      and take a peek inside.
      
      Phil
      
      
      -----Original Message-----
      From: Kevin Belue [mailto:kdbelue(at)charter.net] 
      Sent: Monday, October 05, 2009 9:35 AM
      Subject: Re: RV10-List: Ray Allen trim indicator failures
      
      
      My annual inspection is due next month so I'm waiting until then and  
      I'll take it apart. I thought there might be bad solder joints - you'd  
      think they would correct that QC issue by now....
      Thanks for the info!
      
      Kevin
      
      Sent from my iPhone
      
      On Oct 5, 2009, at 8:11 AM, Tim Olson  wrote:
      
      >
      > Yeah, internally I've found solder joints broken and such.  You should
      > take a peek inside once.  In the end, I had one that I just couldn't
      > fix and they sent me a replacement.
      >
      > Tim Olson - RV-10 N104CD
      >
      >
      > Kevin Belue wrote:
      >> I'm using the Ray Allen LED trim indicators but they quit working  
      >> after a few hours of flying. I could get them to work temporarily  
      >> by thumping them, but now they rarely work. Have others had this  
      >> problem and did you ever get them to work reliably?
      >> Kevin Belue
      >> RV10 flying
      >> RV6A flying
      >
      >
      
      
________________________________________________________________________________
Subject: 
Re: A new builder on the block
Date: 
Oct 05, 2009
From: 
"Robin Marks" <robin1(at)mrmoisture.com>
      
      
      The good news is you are #1,000 the bad news is... you may need to win
      the lottery :-).
      
      Robin
      
      -----Original Message-----
      From: owner-rv10-list-server(at)matronics.com
      [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of MikeInIrving
      Sent: Monday, October 05, 2009 8:12 AM
      Subject: RV10-List: Re: A new builder on the block
      
      
      Wow, I called and found out my kit number, it's #1,000
      
      I'm buying a lottery ticket this week, it's my lucky week.
      
      Mike Strube
      
      --------
      Mike Strube
      Irving, Tx
      mike.strube at gmail.com
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=266601#266601
      
      
      Checked by AVG - www.avg.com 
      10/04/09 18:42:00
      
      
________________________________________________________________________________
Date: 
Oct 05, 2009
Subject: 
Re: A new builder on the block
From: 
Kelly McMullen <apilot2(at)gmail.com>
      
      
      Congratulations. My QB kit is supposed to arrive in a couple hours
      after 8 month wait.
      Kelly
      40866
      
      On Mon, Oct 5, 2009 at 8:12 AM, MikeInIrving  wrote:
      >
      > Wow, I called and found out my kit number, it's #1,000
      >
      > I'm buying a lottery ticket this week, it's my lucky week.
      >
      > Mike Strube
      >
      > --------
      > Mike Strube
      > Irving, Tx
      > mike.strube at gmail.com
      >
      >
      > Read this topic online here:
      >
      > http://forums.matronics.com/viewtopic.php?p=266601#266601
      >
      >
      
      
________________________________________________________________________________
Date: 
Oct 05, 2009
Subject: 
Re: Annual
From: 
Kelly McMullen <apilot2(at)gmail.com>
      
      
      I really like the thought of adding some strips of carbon fiber to the
      door halves before bonding them together to minimize flex of the door.
      The more rigid we can make the door without adding significant wt. the
      better.
      
      On Mon, Oct 5, 2009 at 8:52 AM, Strasnuts  wrote:
      >
      > I don't have my doors yet but have been in an RV-10. It seems to me if you had
      the third pin going down, it would be probably impossible to pin the front and
      not have the middle and rear pin engaged. That is what I like about the third
      pin idea. I bet the door wouldn't flex enough to have that happen. The last
      incident had the front pin in and the rear pin out.
      >
      > --------
      > Cust. #40936
      > RV-10 SB Fuselage
      > N801VR reserved
      >
      >
      > Read this topic online here:
      >
      > http://forums.matronics.com/viewtopic.php?p=266609#266609
      >
      >
      
      
________________________________________________________________________________
From: 
"Bob and Karen Brown" <bkbrown(at)minetfiber.com>
Subject: 
Re: Annual - carbon fiber layup in doors
Date: 
Oct 05, 2009
      
      
      It really did make a big difference in door stiffness
      
      -----Original Message-----
      From: owner-rv10-list-server(at)matronics.com
      [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Kelly McMullen
      Sent: Monday, October 05, 2009 9:19 AM
      Subject: Re: RV10-List: Re: Annual
      
      
      I really like the thought of adding some strips of carbon fiber to the
      door halves before bonding them together to minimize flex of the door.
      The more rigid we can make the door without adding significant wt. the
      better.
      
      On Mon, Oct 5, 2009 at 8:52 AM, Strasnuts  wrote:
      >
      > I don't have my doors yet but have been in an RV-10. It seems to me if
      you had the third pin going down, it would be probably impossible to pin the
      front and not have the middle and rear pin engaged. That is what I like
      about the third pin idea. I bet the door wouldn't flex enough to have that
      happen. The last incident had the front pin in and the rear pin out.
      >
      > --------
      > Cust. #40936
      > RV-10 SB Fuselage
      > N801VR reserved
      >
      >
      > Read this topic online here:
      >
      > http://forums.matronics.com/viewtopic.php?p=266609#266609
      >
      >
      
      
________________________________________________________________________________
Date: 
Oct 05, 2009
Subject: 
Foam Door Seal Details
From: 
Dave Saylor <dave.saylor.aircrafters(at)gmail.com>
      
      McMaster-Carr P/Ns and descriptions:
      
      293745K23 OIL-AND WATER-RESISTANT VINYL/BUNA-N FOAM, ADHESIVE-BACK,
      EXTRA-SOFT, 1/8" THK, 3/4"W, 50'L $8.29
      393745K33 OIL-AND WATER-RESISTANT VINYL/BUNA-N FOAM, ADHESIVE-BACK,
      EXTRA-SOFT, 3/16" THK, 3/4"W, 50'L $9.34
      493745K43 OIL-AND WATER-RESISTANT VINYL/BUNA-N FOAM, ADHESIVE-BACK,
      EXTRA-SOFT, 1/4" THK, 3/4"W, 50'L $10.26
      
      [image: IMG_2637.JPG][image: IMG_2636.JPG]
      I initially ordered all three thicknesses.  When I reapplied the seals after
      paint, I only used the 1/8" and 1/4".
      
      Close the door, mark the outline of the door opening with a sharpie on the
      door, and use the line as the ID of the seal.  If you just cover up the line
      you get a nice even reveal when the door is closed.
      
      Build up any gaps larger than 1/16" with varying thicknesses, then overlay
      the whole diameter with one layer of 1/8".
      
      The door will be hard to close the first time.  Push it closed and leave it
      overnight.  The seals take a set and develop a definite groove, but they do
      not offer any resistance to closing after the take the shape.
      
      One more downside:  The adhesive is not particularly aggressive.  Over time
      (more than a year) the tightest radii have begun to creep a bit, maybe
      1/8".  I suspect that I may need to replace the seals after another year.
      
      
      [image: IMG_0005.JPG]
      
      Here's the "backwards" bevel to help ensure that the pin engages the hole
      correctly.  Since I have metal guide blocks, I know that the pin makes
      contact at the complete diameter, not at the bevel.  The aft pin is the same
      way.
      
      Dave Saylor
      AirCrafters LLC
      140 Aviation Way
      Watsonville, CA 95076
      831-722-9141 Shop
      831-750-0284 Cell
      
________________________________________________________________________________
Date: 
Oct 05, 2009
From: 
Bill Mauledriver Watson <MauleDriver(at)nc.rr.com>
Subject: 
Re: Foam Door Seal Details
      
      
      Thanks Dave.  I think this is the same stuff the Maule factory uses on 
      their doors.   I think I may go this route because it seems simple.  In 
      any case I'm going to order some and check it out.
      
      Bill
      
      Dave Saylor wrote:
      > McMaster-Carr P/Ns and descriptions:
      >
      > 293745K23 OIL-AND WATER-RESISTANT VINYL/BUNA-N FOAM, ADHESIVE-BACK, 
      > EXTRA-SOFT, 1/8" THK, 3/4"W, 50'L $8.29
      > 393745K33 OIL-AND WATER-RESISTANT VINYL/BUNA-N FOAM, ADHESIVE-BACK, 
      > EXTRA-SOFT, 3/16" THK, 3/4"W, 50'L $9.34
      > 493745K43 OIL-AND WATER-RESISTANT VINYL/BUNA-N FOAM, ADHESIVE-BACK, 
      > EXTRA-SOFT, 1/4" THK, 3/4"W, 50'L $10.26
      >
      > IMG_2637.JPGIMG_2636.JPG
      > I initially ordered all three thicknesses.  When I reapplied the seals 
      > after paint, I only used the 1/8" and 1/4".
      >
      > Close the door, mark the outline of the door opening with a sharpie on 
      > the door, and use the line as the ID of the seal.  If you just cover 
      > up the line you get a nice even reveal when the door is closed.
      >
      > Build up any gaps larger than 1/16" with varying thicknesses, then 
      > overlay the whole diameter with one layer of 1/8".
      >
      > The door will be hard to close the first time.  Push it closed and 
      > leave it overnight.  The seals take a set and develop a definite 
      > groove, but they do not offer any resistance to closing after the take 
      > the shape.
      >
      > One more downside:  The adhesive is not particularly aggressive.  Over 
      > time (more than a year) the tightest radii have begun to creep a bit, 
      > maybe 1/8".  I suspect that I may need to replace the seals after 
      > another year.
      >
      >
      > IMG_0005.JPG
      >
      > Here's the "backwards" bevel to help ensure that the pin engages the 
      > hole correctly.  Since I have metal guide blocks, I know that the pin 
      > makes contact at the complete diameter, not at the bevel.  The aft pin 
      > is the same way.
      >
      > Dave Saylor
      > AirCrafters LLC
      > 140 Aviation Way
      > Watsonville, CA 95076
      > 831-722-9141 Shop
      > 831-750-0284 Cell 
      
      
________________________________________________________________________________
From: 
"Richard Bibb" <rbibb(at)tomet.net>
Subject: 
Re: RV10 Mark 1 Door Interlock
Date: 
Oct 05, 2009
      
      The thing I don't like about a vertical down pin is that, due to its
      location in the window sill area, it will collect water when it rains and
      you open the door on the ramp.  The water will go someplace and likely lead
      to long tern corrosion internally to the fuselage side (probably behind some
      upholstery.
      
      
      I've been kicking around in my head a different approach that I hope to draw
      up soon and will offer it for comment to the group.  Since I'm not building
      the doors yet I don't even have the actual parts to measure to make drawings
      that will actually work but I'm close enough to make conceptual drawings at
      least.
      
      
      Richard Bibb
      
      972-771-2598
      
      972-835-5979 mobile
      
      
        _____  
      
      From: owner-rv10-list-server(at)matronics.com
      [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Don McDonald
      Sent: Sunday, October 04, 2009 7:47 PM
      Subject: RE: RV10-List: Re: RV10 Mark 1 Door Interlock
      
      
________________________________________________________________________________
Subject: 
Re: RV10 Mark 1 Door Interlock
Date: 
Oct 06, 2009
From: 
"McGann, Ron" <Ron.McGann(at)thalesgroup.com.au>
      
      
      Reminder of another useful thread on this subject.
      
      http://www.vansairforce.com/community/showthread.php?t=26526&highlight=v
      iljoen
      
      
      cheers,
      Ron
      VH-XRM
      flying in Oz
      
      
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________________________________________________________________________________
Subject: 
Re: RV10 Mark 1 Door Interlock
From: 
"nukeflyboy" <flymoore(at)charter.net>
Date: 
Oct 05, 2009
      
      
      I am currently working on my doors and have been following this with interest.
      Here are a couple observations.
      
      I like the idea of deeper engagement into the cabin/fuselage structure and the
      pins can be made to do this.  As suggested earlier you can trim the racks a little
      bigger than the plans call for to give a bigger "throw" to the lever.
      
      There is a limit to this however.  With the pins retracted the back side of the
      rack hits the elbow cavity, the dished in portion of the door.  There is limited
      space in the door interior because of that cavity.  The most you can add to
      the length of the rack is an additional 5/16 inch.  Nevertheless that is another
      5/16 inch engagement of the pins.
      
      The door latch lever does come back further when opening as a result, maybe another
      30 degrees.  This could be a problem if you had a large elbow rest installed
      on the door.
      
      Most of the ideas I have seen will require a major modification to the door.  In
      particular that elbow cavity will have to go to make room for all of the mechanisms.
      I don't want to personally go there.  With the door seal from Alex you
      can have a door that will close correctly every time.  The pins naturally align
      correctly with no outward bow to the aft part of the door.  I have seen it
      on Debbie Dewey's airplane.
      
      --------
      Dave Moore
      RV-6 flying
      RV-10 QB - cabin top/fiberglass hell
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=266736#266736
      
      
________________________________________________________________________________
Subject: 
Re: Foam Door Seal Details
From: 
"johngoodman" <johngoodman(at)earthlink.net>
Date: 
Oct 06, 2009
      
      
      Dave,
      Good tip. I checked on McMaster-Carr and couldn't find the part numbers at first.
      Turns out that your reference has an extra number in front. For example:
      293745K23
      shoud be:
      93745K23
      
      John
      
      --------
      #40572 QB Fuselage, wings finished. Finish Kit progressing. Engine & Panel
      delivery soon.
      N711JG reserved
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=266767#266767
      
      
________________________________________________________________________________
Date: 
Oct 06, 2009
Subject: 
Re: Foam Door Seal Details
From: 
Dave Saylor <dave.saylor.aircrafters(at)gmail.com>
      
      Ooo, sorry.  That's the line item number.  Should have been:
      
      93745K23
      93745K33
      93745K43
      
      That'll work better.
      
      Dave Saylor
      AirCrafters LLC
      140 Aviation Way
      Watsonville, CA 95076
      831-722-9141 Shop
      831-750-0284 Cell
      
      
      On Tue, Oct 6, 2009 at 7:06 AM, johngoodman wrote:
      
      >
      > Dave,
      > Good tip. I checked on McMaster-Carr and couldn't find the part numbers at
      > first. Turns out that your reference has an extra number in front. For
      > example:
      > 293745K23
      > shoud be:
      > 93745K23
      >
      > John
      >
      > --------
      > #40572 QB Fuselage, wings finished. Finish Kit progressing. Engine &
      > Panel delivery soon.
      > N711JG reserved
      >
      >
      > Read this topic online here:
      >
      > http://forums.matronics.com/viewtopic.php?p=266767#266767
      >
      >
      
________________________________________________________________________________
Date: 
Oct 06, 2009
From: 
Deems Davis <deemsdavis(at)cox.net>
Subject: 
Re: Copperstate RV10 nest
      
      
      Myron, I'll be flying down Sat morning and staying most of the day. Let 
      me know if I can help out.
      
      Deems
      
      woxofswa wrote:
      >
      > The second (and last), annual RV10 nest at Copperstate is a go.
      >
      > Should be set up by Friday morning through Sat night for a shady place to relax.
      >
      > Carne Asada mid day Saturday until its gone.  Would like to get a rough head
      count for planning purposes.
      >
      >
      > --------
      > Myron Nelson
      > Mesa, AZ
      > Emp completed, legacy build fuse in progress
      >
      >
      > Read this topic online here:
      >
      > http://forums.matronics.com/viewtopic.php?p=265270#265270
      >
      >
      >   
      
      
________________________________________________________________________________
Subject: 
Door Pin -  Idea
Date: 
Oct 06, 2009
From: 
"Perry, Phil" <Phil.Perry(at)netapp.com>
      
      Good morning,
      
      
      I haven't reached the door fitting section of the kit yet, but I have
      spent some time reviewing the plans (thank Tim) to get an idea how they
      function.
      
      
      This morning I woke up with an idea that might solve the door issue.
      
      
       I'm going to boil the door issue down to a couple of widely accepted
      statements.
      
      
      1)      The Nylon blocks are only there to act as a guide for the door
      pins ;
      
      2)      The door pins must extend completely through the aluminum frame.
      
      
      The idea (highly complex) is designed to transfer load from the nylon
      block area and into the aluminum frame - even if the pins do not fully
      extend in to the frame.
      
      
      Attached is a drawing and it involves installing a flanged bushing on
      the backside of the aluminum frame.  The only thing we will have to do
      is slightly oversize the 7/16" hole (say 5/8") in the aluminum.  The
      bushing will bring the hole size back down to 7/16".  The cabin top and
      the nylon block will also have to be drilled larger to accommodate the
      bushing.  (~5/8")
      
      
      Now we install the bushing from the back side of the aluminum frame.
      The flange sits firmly against the aluminum and extends (towards the
      door) through the aluminum, cabin top, and nylon block.
      
      
      At the nylon block, we have a couple of options with the bushing.
      
      
      1)      We can cut the bushing off flush with the nylon block; or
      
      
      2)      Extend the bushing some distance (maybe 1/16" or 1/8" - really
      depends on how your doors fit) to extend the carry through closer to the
      door.   This way a door pin that would typically fall short of engaging
      could be captured by the bushing; or
      
      
      3)      If we use the proper material, we could add a flare to the door
      side and the flare would act as a door pin guide through the material
      and into the door frame.
      
      
      Finally, if your door pins go all the way through the metal today -
      nothing changes.  You're still good - but just have a little extra
      protection against the not-so-fully-engaged door pin.
      
      
      This would also help with the door bulge theory by bringing some
      structural support further up the door pins.
      
      
      Anyone have any thoughts?  I think I'm going to call around to a couple
      of local machine shops.
      
      
      Phil
      
      
________________________________________________________________________________
Date: 
Oct 06, 2009
From: 
Deems Davis <deemsdavis(at)cox.net>
Subject: 
Re: Door Pin -  Idea
      
      
      Phil, I think the bushing idea, accomplishes much of the same thing that 
      the Rivethead/Dineri Receivers do. Why not just install them?
      
      Deems Davis
      N519PJ
      www.deemsrv10.com
      
      Perry, Phil wrote:
      >
      > Good morning,
      >
      > I havent reached the door fitting section of the kit yet, but I have 
      > spent some time reviewing the plans (thank Tim) to get an idea how 
      > they function.
      >
      > This morning I woke up with an idea that might solve the door issue.
      >
      > Im going to boil the door issue down to a couple of widely accepted 
      > statements.
      >
      > 1) The Nylon blocks are only there to act as a guide for the door pins ;
      >
      > 2) The door pins must extend completely through the aluminum frame.
      >
      > The idea (highly complex) is designed to transfer load from the nylon 
      > block area and into the aluminum frame  even if the pins do not fully 
      > extend in to the frame.
      >
      > Attached is a drawing and it involves installing a flanged bushing on 
      > the backside of the aluminum frame. The only thing we will have to do 
      > is slightly oversize the 7/16 hole (say 5/8) in the aluminum. The 
      > bushing will bring the hole size back down to 7/16. The cabin top and 
      > the nylon block will also have to be drilled larger to accommodate the 
      > bushing. (~5/8)
      >
      > Now we install the bushing from the back side of the aluminum frame. 
      > The flange sits firmly against the aluminum and extends (towards the 
      > door) through the aluminum, cabin top, and nylon block.
      >
      > At the nylon block, we have a couple of options with the bushing.
      >
      > 1) We can cut the bushing off flush with the nylon block; or
      >
      > 2) Extend the bushing some distance (maybe 1/16 or 1/8  really 
      > depends on how your doors fit) to extend the carry through closer to 
      > the door. This way a door pin that would typically fall short of 
      > engaging could be captured by the bushing; or
      >
      > 3) If we use the proper material, we could add a flare to the door 
      > side and the flare would act as a door pin guide through the material 
      > and into the door frame.
      >
      > Finally, if your door pins go all the way through the metal today  
      > nothing changes. Youre still good  but just have a little extra 
      > protection against the not-so-fully-engaged door pin.
      >
      > This would also help with the door bulge theory by bringing some 
      > structural support further up the door pins.
      >
      > Anyone have any thoughts? I think Im going to call around to a couple 
      > of local machine shops.
      >
      > Phil
      >
      
      
________________________________________________________________________________
Date: 
Oct 06, 2009
Subject: 
Re: Door Pin - Idea
From: 
Dave Saylor <dave.saylor.aircrafters(at)gmail.com>
      
      Phil,
      
      That's along the right track, but if you look at the nylon blocks you can
      see that the pin hole is drilled at a slight angle, I think in order to pul
      l
      the pins inboard.  Either that, or the angle is supposed to help compensate
      for the nonparallel fiberglass surface.  Whichever, the blocks actually do
      see some load.  Whether that's by design is debatable.  Results suggest tha
      t
      they certainly do see a load, and aren't just acting as guides.
      
      The bushing would increase the amount of contact area, which is needed.  I
      see your bushing being in line with the pin, so it wouldn't supply any
      inward tension.  Also, if the nylon block is supporting the bushing, I thin
      k
      it might rock around a bit and eventually tear up the block.
      
      Metal guide blocks do essentially the same thing as the bushing, and also
      provide the inward tension.
      
      Here's one of my blocks before it got upgraded.
      
      [image: IMG_2734.JPG]
      
      Dave Saylor
      AirCrafters LLC
      140 Aviation Way
      Watsonville, CA 95076
      831-722-9141 Shop
      831-750-0284 Cell
      
      
      On Tue, Oct 6, 2009 at 8:52 AM, Perry, Phil  wrote:
      
      >  Good morning,
      >
      >
      > I haven=92t reached the door fitting section of the kit yet, but I have s
      pent
      > some time reviewing the plans (thank Tim) to get an idea how they functio
      n.
      >
      >
      > This morning I woke up with an idea that might solve the door issue.
      >
      >
      >  I=92m going to boil the door issue down to a couple of widely accepted
      > statements.
      >
      >  1)      The Nylon blocks are only there to act as a guide for the door
      > pins ;
      >
      > 2)      The door pins must extend completely through the aluminum frame.
      >
      >
      > The idea (highly complex) is designed to transfer load from the nylon blo
      ck
      > area and into the aluminum frame ' even if the pins do not fully extend
       in
      > to the frame.
      >
      >
      > Attached is a drawing and it involves installing a flanged bushing on the
      > backside of the aluminum frame.  The only thing we will have to do is
      > slightly oversize the 7/16=94 hole (say 5/8=94) in the aluminum.  The bus
      hing
      > will bring the hole size back down to 7/16=94.  The cabin top and the nyl
      on
      > block will also have to be drilled larger to accommodate the bushing.
      > (~5/8=94)
      >
      >
      > Now we install the bushing from the back side of the aluminum frame.    T
      he
      > flange sits firmly against the aluminum and extends (towards the door)
      > through the aluminum, cabin top, and nylon block.
      >
      >
      > At the nylon block, we have a couple of options with the bushing.
      >
      >  1)      We can cut the bushing off flush with the nylon block; or
      >
      >  2)      Extend the bushing some distance (maybe 1/16=94 or 1/8=94 ' re
      ally
      > depends on how your doors fit) to extend the carry through closer to the
      > door.   This way a door pin that would typically fall short of engaging
      > could be captured by the bushing; or
      >
      >  3)      If we use the proper material, we could add a flare to the door
      > side and the flare would act as a door pin guide through the material and
      > into the door frame.
      >
      >
      > Finally, if your door pins go all the way through the metal today ' not
      hing
      > changes.  You=92re still good ' but just have a little extra protection
      > against the not-so-fully-engaged door pin.
      >
      >
      > This would also help with the door bulge theory by bringing some structur
      al
      > support further up the door pins.
      >
      >
      > Anyone have any thoughts?  I think I=92m going to call around to a couple
       of
      > local machine shops.
      >
      >
      > Phil
      >
      >
      
________________________________________________________________________________
From: 
Danny Riggs <jdriggs49(at)msn.com>
Subject: 
Door Pin -  Idea
Date: 
Oct 06, 2009
      
      
      I think Phil's idea has lots of merit. However=2C like Deems said=2C the Ri
      vethead aluminum blocks do the same thing and already are available. People
       who are debating this have obviously NOT seem the Rivethead design and wha
      t it has accomplished. That said=2C Phil's idea would work very well also. 
      I just finished the latches on my doors using the Rivethead method. Those d
      oors are going nowhere unless the door can bulge out about 12" in the middl
      e. Not likely. (I hope=2C otherwise I got other problems ). Dan
      
      > Date: Tue=2C 6 Oct 2009 09:14:17 -0700
      > From: deemsdavis(at)cox.net
      > To: rv10-list(at)matronics.com
      > Subject: Re: RV10-List: Door Pin - Idea
      > 
      > 
      > Phil=2C I think the bushing idea=2C accomplishes much of the same thing t
      hat 
      > the Rivethead/Dineri Receivers do. Why not just install them?
      > 
      > Deems Davis
      > N519PJ
      > www.deemsrv10.com
      > 
      > Perry=2C Phil wrote:
      > >
      > > Good morning=2C
      > >
      > > I haven=92t reached the door fitting section of the kit yet=2C but I ha
      ve 
      > > spent some time reviewing the plans (thank Tim) to get an idea how 
      > > they function.
      > >
      > > This morning I woke up with an idea that might solve the door issue.
      > >
      > > I=92m going to boil the door issue down to a couple of widely accepted
      
      > > statements.
      > >
      > > 1) The Nylon blocks are only there to act as a guide for the door pins 
      =3B
      > >
      > > 2) The door pins must extend completely through the aluminum frame.
      > >
      > > The idea (highly complex) is designed to transfer load from the nylon 
      > > block area and into the aluminum frame ' even if the pins do not full
      y 
      > > extend in to the frame.
      > >
      > > Attached is a drawing and it involves installing a flanged bushing on 
      > > the backside of the aluminum frame. The only thing we will have to do 
      > > is slightly oversize the 7/16=94 hole (say 5/8=94) in the aluminum. The
      
      > > bushing will bring the hole size back down to 7/16=94. The cabin top an
      d 
      > > the nylon block will also have to be drilled larger to accommodate the
      
      > > bushing. (~5/8=94)
      > >
      > > Now we install the bushing from the back side of the aluminum frame. 
      > > The flange sits firmly against the aluminum and extends (towards the 
      > > door) through the aluminum=2C cabin top=2C and nylon block.
      > >
      > > At the nylon block=2C we have a couple of options with the bushing.
      > >
      > > 1) We can cut the bushing off flush with the nylon block=3B or
      > >
      > > 2) Extend the bushing some distance (maybe 1/16=94 or 1/8=94 ' really
      
      > > depends on how your doors fit) to extend the carry through closer to 
      > > the door. This way a door pin that would typically fall short of 
      > > engaging could be captured by the bushing=3B or
      > >
      > > 3) If we use the proper material=2C we could add a flare to the door 
      > > side and the flare would act as a door pin guide through the material 
      > > and into the door frame.
      > >
      > > Finally=2C if your door pins go all the way through the metal today '
      
      > > nothing changes. You=92re still good ' but just have a little extra 
      > > protection against the not-so-fully-engaged door pin.
      > >
      > > This would also help with the door bulge theory by bringing some 
      > > structural support further up the door pins.
      > >
      > > Anyone have any thoughts? I think I=92m going to call around to a coupl
      e 
      > > of local machine shops.
      > >
      > > Phil
      > >
      > 
      ===========
      ===========
      ===========
      ===========
      > 
      > 
      > 
       		 	   		  =0A
      _________________________________________________________________=0A
      Hotmail: Free=2C trusted and rich email service.=0A
      
________________________________________________________________________________
Subject: 
Re: Door Pin -  Idea
Date: 
Oct 06, 2009
From: 
"Perry, Phil" <Phil.Perry(at)netapp.com>
      
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________________________________________________________________________________
Subject: 
Re: Door Pin - Idea
Date: 
Oct 06, 2009
From: 
"Perry, Phil" <Phil.Perry(at)netapp.com>
      
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      IA0KDQoJIA0KDQoJIA0KDQoNCg=
      
________________________________________________________________________________
Subject: 
hat switch relays
From: 
"Lew Gallagher" <lewgall(at)charter.net>
Date: 
Oct 06, 2009
      
      
      OK, EE guys.
      
      We got the relay by aircraft extras (aircraftextras.com) to control the elavator
      trim through the hat switch.  Not expensive, well made, does the job (Thanks!).
      
      What I'm wondering is:  if i just got two SPDT 12v relays from radio shack, would
      it do the same thing?  As you know, I love to tinker and the aircraft extras
      relay gizmo incorporates a couple of diodes and something else (?) to "protect
      against inductive sparking generated from relays switching inductive loads
      such as motors".  How critical is this?  Anybody just go with the relays?
      
      Later, - Lew amazed-and-bedazzled-by-the-door-latch-braintrust Gallagher
      
      --------
      non-pilot
      crazy about building
      NOW OFICIALLY BUILDER #40549
      Painting done!
      On with wiring and avionics.
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=266821#266821
      
      
________________________________________________________________________________
Date: 
Oct 06, 2009
Subject: 
Re: Door Pin - Idea
From: 
Dave Saylor <dave.saylor.aircrafters(at)gmail.com>
      
      3.4 degrees , page 45-15
      
      Dave Saylor
      AirCrafters LLC
      140 Aviation Way
      Watsonville, CA 95076
      831-722-9141 Shop
      831-750-0284 Cell
      
      
      On Tue, Oct 6, 2009 at 10:18 AM, Perry, Phil  wrote:
      
      > If we could get that angle, we could machine that into the flange.
      >
      >
      > ------------------------------
      >
      >
      
________________________________________________________________________________
Subject: 
Re: Door Pin - Idea
From: 
"tomhanaway" <tomhanaway(at)comcast.net>
Date: 
Oct 06, 2009
      
      
      Since many had a very bad experience with purchases from the rivethead website, I highly recommend using  http://www.iflyrv10.com/ (steve dineri) if you decide to purchase the door pin jambs.
      Tom H.
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=266828#266828
      
      
________________________________________________________________________________
From: 
"Les Kearney" <kearney(at)shaw.ca>
Subject: 
Door Pin -  Idea
Date: 
Oct 06, 2009
      
      Hi
      
      
      Steve Deneri also has door blocks at IFLYRV10.COM.
      
      
      Cheers
      
      
      Les
      
      
        _____  
      
      From: owner-rv10-list-server(at)matronics.com
      [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Danny Riggs
      Sent: October-06-09 11:05 AM
      Subject: RE: RV10-List: Door Pin - Idea
      
      
      I think Phil's idea has lots of merit. However, like Deems said, the
      Rivethead aluminum blocks do the same thing and already are available.
      People who are debating this have obviously NOT seem the Rivethead design
      and what it has accomplished. That said, Phil's idea would work very well
      also. I just finished the latches on my doors using the Rivethead method.
      Those doors are going nowhere unless the door can bulge out about 12" in the
      middle. Not likely. (I hope, otherwise I got other problems
      <http://gfx2.hotmail.com/mail/w4/pr01/ltr/emoticons/smile_teeth.gif> ). Dan
      
      > Date: Tue, 6 Oct 2009 09:14:17 -0700
      > From: deemsdavis(at)cox.net
      > To: rv10-list(at)matronics.com
      > Subject: Re: RV10-List: Door Pin - Idea
      > 
      > 
      > Phil, I think the bushing idea, accomplishes much of the same thing that 
      > the Rivethead/Dineri Receivers do. Why not just install them?
      > 
      > Deems Davis
      > N519PJ
      > www.deemsrv10.com
      > 
      > Perry, Phil wrote:
      > >
      > > Good morning,
      > >
      > > I haven't reached the door fitting section of the kit yet, but I have 
      > > spent some time reviewing the plans (thank Tim) to get an idea how 
      > > they function.
      > >
      > > This morning I woke up with an idea that might solve the door issue.
      > >
      > > I'm going to boil the door issue down to a couple of widely accepted 
      > > statements.
      > >
      > > 1) The Nylon blocks are only there to act as a guide for the door pins ;
      > >
      > > 2) The door pins must extend completely through the aluminum frame.
      > >
      > > The idea (highly complex) is designed to transfer load from the nylon 
      > > block area and into the aluminum frame - even if the pins do not fully 
      > > extend in to the frame.
      > >
      > > Attached is a drawing and it involves installing a flanged bushing on 
      > > the backside of the aluminum frame. The only thing we will have to do 
      > > is slightly oversize the 7/16" hole (say 5/8") in the aluminum. The 
      > > bushing will bring the hole size back down to 7/16". The cabin top and 
      > > the nylon block will also have to be drilled larger to accommodate the 
      > > bushing. (~5/8")
      > >
      > > Now we install the bushing from the back side of the aluminum frame. 
      > > The flange sits firmly against the aluminum and extends (towards the 
      > > door) through the aluminum, cabin top, and nylon block.
      > >
      > > At the nylon block, we have a couple of options with the bushing.
      > >
      > > 1) We can cut the bushing off flush with the nylon block; or
      > >
      > > 2) Extend the bushing some distance (maybe 1/16" or 1/8" - really 
      > > depends on how your doors fit) to extend the carry through closer to 
      > > the door. This way a door pin that would typically fall short of 
      > > engaging could be captured by the bushing; or
      > >
      > > 3) If we use the proper material, we could add a flare to the door 
      > > side and the flare would act as a door pin guide through the material 
      > > and into the door frame.
      > >
      > > Finally, if your door pins go all the way through the metal today - 
      > > nothing changes. You're still good - but just have a little extra 
      > > protection against the not-so-fully-engaged door pin.
      > >
      > > This would also help with the door bulge theory by bringing some 
      > > structural support further up the door pins.
      > >
      > > Anyone have any thoughts? I think I'm going to call around to a couple 
      > > of local machine shops.
      > >
      > > Phil
      >=====================
      >===============
      > 
      > 
      > 
      
        _____  
      
      Hotmail: Free, trusted and rich email s='_new'>Get it now. 
      
      
________________________________________________________________________________
Subject: 
Re: RV10 Mark 1 Door Interlock
From: 
"Strasnuts" <sean(at)braunandco.com>
Date: 
Oct 06, 2009
      
      
      I think I will still try to work on a vertical pin.  It just seems the easiest
      with no other latches and still be easy for the passenger to close.  I will still
      check it and have dummy lights. 
      I could machine a pocket for the vertical pin so water or anything else couldn't
      find its way into the aircraft.  You could unscrew the pocket to empty it if
      it got foreign objects or water in it.
      
      --------
      Cust. #40936
      RV-10 SB Fuselage
      N801VR reserved
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=266832#266832
      
      
________________________________________________________________________________
Subject: 
Re: Door Pin - Idea
From: 
"Strasnuts" <sean(at)braunandco.com>
Date: 
Oct 06, 2009
      
      
      I have scrap Delrin in the machine shop.  This might work well for guide blocks.
      It is extremely strong stuff and wouldn't wear the metal pins.
      
      --------
      Cust. #40936
      RV-10 SB Fuselage
      N801VR reserved
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=266833#266833
      
      
________________________________________________________________________________
Subject: 
Door Pin -  Idea
Date: 
Oct 06, 2009
From: 
"Perry, Phil" <Phil.Perry(at)netapp.com>
      
      I own a set of the Rivet Head blocks and pins....  They're nice and
      they're definitely better than the stock setup.
      
      
      I am still wanting to use them, but I'll probably change their role a
      bit.  I'll probably drill them so the door pin can pass through the
      aluminum.  IIRC, they do not pass through the frame.
      
      
      You could use the bushing the rivet head in parallel and get the best of
      both worlds.
      
      
      Phil
      
      
      From: Danny Riggs [mailto:jdriggs49(at)msn.com] 
      Sent: Tuesday, October 06, 2009 12:05 PM
      Subject: RE: RV10-List: Door Pin - Idea
      
      
      I think Phil's idea has lots of merit. However, like Deems said, the
      Rivethead aluminum blocks do the same thing and already are available.
      People who are debating this have obviously NOT seem the Rivethead
      design and what it has accomplished. That said, Phil's idea would work
      very well also. I just finished the latches on my doors using the
      Rivethead method. Those doors are going nowhere unless the door can
      bulge out about 12" in the middle. Not likely. (I hope, otherwise I got
      other problems
      <http://gfx2.hotmail.com/mail/w4/pr01/ltr/emoticons/smile_teeth.gif> ).
      Dan
      
      > Date: Tue, 6 Oct 2009 09:14:17 -0700
      > From: deemsdavis(at)cox.net
      > To: rv10-list(at)matronics.com
      > Subject: Re: RV10-List: Door Pin - Idea
      > 
      > 
      > Phil, I think the bushing idea, accomplishes much of the same thing
      that 
      > the Rivethead/Dineri Receivers do. Why not just install them?
      > 
      > Deems Davis
      > N519PJ
      > www.deemsrv10.com
      > 
      > Perry, Phil wrote:
      > >
      > > Good morning,
      > >
      > > I haven't reached the door fitting section of the kit yet, but I
      have 
      > > spent some time reviewing the plans (thank Tim) to get an idea how 
      > > they function.
      > >
      > > This morning I woke up with an idea that might solve the door issue.
      > >
      > > I'm going to boil the door issue down to a couple of widely accepted
      
      > > statements.
      > >
      > > 1) The Nylon blocks are only there to act as a guide for the door
      pins ;
      > >
      > > 2) The door pins must extend completely through the aluminum frame.
      > >
      > > The idea (highly complex) is designed to transfer load from the
      nylon 
      > > block area and into the aluminum frame - even if the pins do not
      fully 
      > > extend in to the frame.
      > >
      > > Attached is a drawing and it involves installing a flanged bushing
      on 
      > > the backside of the aluminum frame. The only thing we will have to
      do 
      > > is slightly oversize the 7/16" hole (say 5/8") in the aluminum. The 
      > > bushing will bring the hole size back down to 7/16". The cabin top
      and 
      > > the nylon block will also have to be drilled larger to accommodate
      the 
      > > bushing. (~5/8")
      > >
      > > Now we install the bushing from the back side of the aluminum frame.
      
      > > The flange sits firmly against the aluminum and extends (towards the
      
      > > door) through the aluminum, cabin top, and nylon block.
      > >
      > > At the nylon block, we have a couple of options with the bushing.
      > >
      > > 1) We can cut the bushing off flush with the nylon block; or
      > >
      > > 2) Extend the bushing some distance (maybe 1/16" or 1/8" - really 
      > > depends on how your doors fit) to extend the carry through closer to
      
      > > the door. This way a door pin that would typically fall short of 
      > > engaging could be captured by the bushing; or
      > >
      > > 3) If we use the proper material, we could add a flare to the door 
      > > side and the flare would act as a door pin guide through the
      material 
      > > and into the door frame.
      > >
      > > Finally, if your door pins go all the way through the metal today - 
      > > nothing changes. You're still good - but just have a little extra 
      > > protection against the not-so-fully-engaged door pin.
      > >
      > > This would also help with the door bulge theory by bringing some 
      > > structural support further up the door pins.
      > >
      > > Anyone have any thoughts? I think I'm going to call around to a
      couple 
      > > of local machine shops.
      > >
      > > Phil
      >=====================
      >===============
      > 
      > 
      > 
      
      ________________________________
      
      Hotmail: Free, trusted and rich email s='_new'>Get it now. 
      
      
________________________________________________________________________________
From: 
Danny Riggs <jdriggs49(at)msn.com>
Subject: 
Re: Door Pin - Idea
Date: 
Oct 06, 2009
      
      
      I bought my blocks and other things from Steve. Always had good service fro
      m him. Dan
      
      > Subject: RV10-List: Re: Door Pin - Idea
      > From: tomhanaway(at)comcast.net
      > Date: Tue=2C 6 Oct 2009 10:49:41 -0700
      > To: rv10-list(at)matronics.com
      > 
      > 
      > Since many had a very bad experience with purchases from the rivethead we
      bsite=2C I highly recommend using http://www.iflyrv10.com/ (steve dineri) i
      f you decide to purchase the door pin jambs.
      > Tom H.
      > 
      > 
      > 
      > 
      > Read this topic online here:
      > 
      > http://forums.matronics.com/viewtopic.php?p=266828#266828
      > 
      > 
      > 
      > 
      > 
      > 
      > 
      ===========
      ===========
      ===========
      ===========
      > 
      > 
      > 
       		 	   		  =0A
      _________________________________________________________________=0A
      Your E-mail and More On-the-Go. Get Windows Live Hotmail Free.=0A
      
________________________________________________________________________________
From: 
Danny Riggs <jdriggs49(at)msn.com>
Subject: 
Door Pin -  Idea
Date: 
Oct 06, 2009
      
      
      If you drill them out the door rods will go right on thru the door frame. N
      o way thats coming out.
      
      
      Subject: RE: RV10-List: Door Pin - Idea
      Date: Tue=2C 6 Oct 2009 11:11:30 -0700
      From: Phil.Perry(at)netapp.com
      
      
      I own a set of the Rivet Head blocks and pins=85.  They=92re nice and they
      =92re definitely better than the stock setup.
      
      I am still wanting to use them=2C but I=92ll probably change their role a b
      it.  I=92ll probably drill them so the door pin can pass through the alumin
      um.  IIRC=2C they do not pass through the frame.
      
      You could use the bushing the rivet head in parallel and get the best of bo
      th worlds.
      
      Phil
      
      
      From: Danny Riggs [mailto:jdriggs49(at)msn.com] 
      Sent: Tuesday=2C October 06=2C 2009 12:05 PM
      Subject: RE: RV10-List: Door Pin - Idea
      
      I think Phil's idea has lots of merit. However=2C like Deems said=2C the Ri
      vethead aluminum blocks do the same thing and already are available. People
       who are debating this have obviously NOT seem the Rivethead design and wha
      t it has accomplished. That said=2C Phil's idea would work very well also. 
      I just finished the latches on my doors using the Rivethead method. Those d
      oors are going nowhere unless the door can bulge out about 12" in the middl
      e. Not likely. (I hope=2C otherwise I got other problems ). Dan
      
      > Date: Tue=2C 6 Oct 2009 09:14:17 -0700
      > From: deemsdavis(at)cox.net
      > To: rv10-list(at)matronics.com
      > Subject: Re: RV10-List: Door Pin - Idea
      > 
      > 
      > Phil=2C I think the bushing idea=2C accomplishes much of the same thing t
      hat 
      > the Rivethead/Dineri Receivers do. Why not just install them?
      > 
      > Deems Davis
      > N519PJ
      > www.deemsrv10.com
      > 
      > Perry=2C Phil wrote:
      > >
      > > Good morning=2C
      > >
      > > I haven=92t reached the door fitting section of the kit yet=2C but I ha
      ve 
      > > spent some time reviewing the plans (thank Tim) to get an idea how 
      > > they function.
      > >
      > > This morning I woke up with an idea that might solve the door issue.
      > >
      > > I=92m going to boil the door issue down to a couple of widely accepted
      
      > > statements.
      > >
      > > 1) The Nylon blocks are only there to act as a guide for the door pins 
      =3B
      > >
      > > 2) The door pins must extend completely through the aluminum frame.
      > >
      > > The idea (highly complex) is designed to transfer load from the nylon 
      > > block area and into the aluminum frame ' even if the pins do not full
      y 
      > > extend in to the frame.
      > >
      > > Attached is a drawing and it involves installing a flanged bushing on 
      > > the backside of the aluminum frame. The only thing we will have to do 
      > > is slightly oversize the 7/16=94 hole (say 5/8=94) in the aluminum. The
      
      > > bushing will bring the hole size back down to 7/16=94. The cabin top an
      d 
      > > the nylon block will also have to be drilled larger to accommodate the
      
      > > bushing. (~5/8=94)
      > >
      > > Now we install the bushing from the back side of the aluminum frame. 
      > > The flange sits firmly against the aluminum and extends (towards the 
      > > door) through the aluminum=2C cabin top=2C and nylon block.
      > >
      > > At the nylon block=2C we have a couple of options with the bushing.
      > >
      > > 1) We can cut the bushing off flush with the nylon block=3B or
      > >
      > > 2) Extend the bushing some distance (maybe 1/16=94 or 1/8=94 ' really
      
      > > depends on how your doors fit) to extend the carry through closer to 
      > > the door. This way a door pin that would typically fall short of 
      > > engaging could be captured by the bushing=3B or
      > >
      > > 3) If we use the proper material=2C we could add a flare to the door 
      > > side and the flare would act as a door pin guide through the material 
      > > and into the door frame.
      > >
      > > Finally=2C if your door pins go all the way through the metal today '
      
      > > nothing changes. You=92re still good ' but just have a little extra 
      > > protection against the not-so-fully-engaged door pin.
      > >
      > > This would also help with the door bulge theory by bringing some 
      > > structural support further up the door pins.
      > >
      > > Anyone have any thoughts? I think I=92m going to call around to a coupl
      e 
      > > of local machine shops.
      > >
      > > Phil
      >=====================
      >===============
      > 
      > 
      > 
      
      
      Hotmail: Free=2C trusted and rich email s='_new'>Get it now.   http://www
      .matronics.com/Navigator?RV10-Listhttp://forums.matronics.comhttp://www.mat
      ronics.com/contribution 
      
      
       		 	   		  =0A
      _________________________________________________________________=0A
      Hotmail: Powerful Free email with security by Microsoft.=0A
      
________________________________________________________________________________
From: 
"John Dunne" <acs(at)acspropeller.com.au>
Subject: 
Door Pin - Idea
Date: 
Oct 07, 2009
      
      Maybe a simple striker plate in the same plane as the nylon guide, mounted
      behind it, and extending a few millimeters outside the door frame.
      Sure, you'd have to recess the door trailing edge slightly to allow the
      plate to protrude through the closed door, but it would serve a couple of
      purposes.
      a)       be an extra metal guide and solid holding point for the pin, prior
      to entering the frame and
      b)      be an effective barrier against the rear pin slipping to the outside
      of the frame. If you can't close the door, you haven't captured the guide.
      
      John 40315 
      
      
        _____  
      
      From: owner-rv10-list-server(at)matronics.com
      [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Dave Saylor
      Sent: Wednesday, 7 October 2009 2:43 AM
      Subject: Re: RV10-List: Door Pin - Idea
      
      Phil,
      
      That's along the right track, but if you look at the nylon blocks you can
      see that the pin hole is drilled at a slight angle, I think in order to pull
      the pins inboard.  Either that, or the angle is supposed to help compensate
      for the nonparallel fiberglass surface.  Whichever, the blocks actually do
      see some load.  Whether that's by design is debatable.  Results suggest that
      they certainly do see a load, and aren't just acting as guides.
      
      The bushing would increase the amount of contact area, which is needed.  I
      see your bushing being in line with the pin, so it wouldn't supply any
      inward tension.  Also, if the nylon block is supporting the bushing, I think
      it might rock around a bit and eventually tear up the block.
      
      Metal guide blocks do essentially the same thing as the bushing, and also
      provide the inward tension.
      
      Here's one of my blocks before it got upgraded.
      
      IMG_2734.JPG
      
      Dave Saylor
      AirCrafters LLC
      140 Aviation Way
      Watsonville, CA 95076
      831-722-9141 Shop
      831-750-0284 Cell
      
      
      On Tue, Oct 6, 2009 at 8:52 AM, Perry, Phil  wrote:
      Good morning,
      
      I haven't reached the door fitting section of the kit yet, but I have spent
      some time reviewing the plans (thank Tim) to get an idea how they function.
      
      This morning I woke up with an idea that might solve the door issue.
      
       I'm going to boil the door issue down to a couple of widely accepted
      statements.
      1)      The Nylon blocks are only there to act as a guide for the door pins
      ;
      2)      The door pins must extend completely through the aluminum frame.
      
      The idea (highly complex) is designed to transfer load from the nylon block
      area and into the aluminum frame - even if the pins do not fully extend in
      to the frame.
      
      Attached is a drawing and it involves installing a flanged bushing on the
      backside of the aluminum frame.  The only thing we will have to do is
      slightly oversize the 7/16" hole (say 5/8") in the aluminum.  The bushing
      will bring the hole size back down to 7/16".  The cabin top and the nylon
      block will also have to be drilled larger to accommodate the bushing.
      (~5/8")
      
      Now we install the bushing from the back side of the aluminum frame.    The
      flange sits firmly against the aluminum and extends (towards the door)
      through the aluminum, cabin top, and nylon block.
      
      At the nylon block, we have a couple of options with the bushing.
      1)      We can cut the bushing off flush with the nylon block; or
      2)      Extend the bushing some distance (maybe 1/16" or 1/8" - really
      depends on how your doors fit) to extend the carry through closer to the
      door.   This way a door pin that would typically fall short of engaging
      could be captured by the bushing; or
      3)      If we use the proper material, we could add a flare to the door side
      and the flare would act as a door pin guide through the material and into
      the door frame.
      
      Finally, if your door pins go all the way through the metal today - nothing
      changes.  You're still good - but just have a little extra protection
      against the not-so-fully-engaged door pin.
      
      This would also help with the door bulge theory by bringing some structural
      support further up the door pins.
      
      Anyone have any thoughts?  I think I'm going to call around to a couple of
      local machine shops.
      
      Phil
      
      
________________________________________________________________________________
Subject: 
Door Pin - Idea
Date: 
Oct 07, 2009
From: 
"McGann, Ron" <Ron.McGann(at)thalesgroup.com.au>
      
      Love this idea.  I was actually toying with striker plates myself -
      someone WILL attempt to close the door with the pins extended at some
      stage.  Without a striker plate, paint damage is inevitable.  The worst
      case I have seen is where the door pin has actually been forced between
      the fuse skin and the frame - not pretty.
      
      
      cheers,
      
      Ron
      
      VH-XRM
      
      flying on Oz
      
      
      From: owner-rv10-list-server(at)matronics.com
      [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of John Dunne
      Sent: Wednesday, 7 October 2009 10:04 AM
      Subject: RE: RV10-List: Door Pin - Idea
      
      
      Maybe a simple striker plate in the same plane as the nylon guide,
      mounted behind it, and extending a few millimeters outside the door
      frame.
      
      Sure, you'd have to recess the door trailing edge slightly to allow the
      plate to protrude through the closed door, but it would serve a couple
      of purposes.
      
      a)     be an extra metal guide and solid holding point for the pin,
      prior to entering the frame and
      
      b)    be an effective barrier against the rear pin slipping to the
      outside of the frame. If you can't close the door, you haven't captured
      the guide.
      
      
      John 40315 
      
      
      ________________________________
      
      From: owner-rv10-list-server(at)matronics.com
      [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Dave Saylor
      Sent: Wednesday, 7 October 2009 2:43 AM
      Subject: Re: RV10-List: Door Pin - Idea
      
      
      Phil,
      
      That's along the right track, but if you look at the nylon blocks you
      can see that the pin hole is drilled at a slight angle, I think in order
      to pull the pins inboard.  Either that, or the angle is supposed to help
      compensate for the nonparallel fiberglass surface.  Whichever, the
      blocks actually do see some load.  Whether that's by design is
      debatable.  Results suggest that they certainly do see a load, and
      aren't just acting as guides.
      
      The bushing would increase the amount of contact area, which is needed.
      I see your bushing being in line with the pin, so it wouldn't supply any
      inward tension.  Also, if the nylon block is supporting the bushing, I
      think it might rock around a bit and eventually tear up the block.
      
      Metal guide blocks do essentially the same thing as the bushing, and
      also provide the inward tension.
      
      Here's one of my blocks before it got upgraded.
      
      
      Dave Saylor
      AirCrafters LLC
      140 Aviation Way
      Watsonville, CA 95076
      831-722-9141 Shop
      831-750-0284 Cell
      
      
      On Tue, Oct 6, 2009 at 8:52 AM, Perry, Phil 
      wrote:
      
      Good morning,
      
      
      I haven't reached the door fitting section of the kit yet, but I have
      spent some time reviewing the plans (thank Tim) to get an idea how they
      function.
      
      
      This morning I woke up with an idea that might solve the door issue.
      
      
       I'm going to boil the door issue down to a couple of widely accepted
      statements.
      
      1)      The Nylon blocks are only there to act as a guide for the door
      pins ;
      
      2)      The door pins must extend completely through the aluminum frame.
      
      
      The idea (highly complex) is designed to transfer load from the nylon
      block area and into the aluminum frame - even if the pins do not fully
      extend in to the frame.
      
      
      Attached is a drawing and it involves installing a flanged bushing on
      the backside of the aluminum frame.  The only thing we will have to do
      is slightly oversize the 7/16" hole (say 5/8") in the aluminum.  The
      bushing will bring the hole size back down to 7/16".  The cabin top and
      the nylon block will also have to be drilled larger to accommodate the
      bushing.  (~5/8")
      
      
      Now we install the bushing from the back side of the aluminum frame.
      The flange sits firmly against the aluminum and extends (towards the
      door) through the aluminum, cabin top, and nylon block.
      
      
      At the nylon block, we have a couple of options with the bushing.
      
      1)      We can cut the bushing off flush with the nylon block; or
      
      2)      Extend the bushing some distance (maybe 1/16" or 1/8" - really
      depends on how your doors fit) to extend the carry through closer to the
      door.   This way a door pin that would typically fall short of engaging
      could be captured by the bushing; or
      
      3)      If we use the proper material, we could add a flare to the door
      side and the flare would act as a door pin guide through the material
      and into the door frame.
      
      
      Finally, if your door pins go all the way through the metal today -
      nothing changes.  You're still good - but just have a little extra
      protection against the not-so-fully-engaged door pin.
      
      
      This would also help with the door bulge theory by bringing some
      structural support further up the door pins.
      
      
      Anyone have any thoughts?  I think I'm going to call around to a couple
      of local machine shops.
      
      
      Phil
      
      
      DISCLAIMER:----------------------------------------------------------------
      -----------
      This e-mail transmission and any documents, files and previous e-mail messa
      ges
      attached to it are private and confidential. They may contain proprietary o
      r copyright
      material or information that is subject to legal professional privilege. Th
      ey are for
      the use of the intended recipient only.  Any unauthorised viewing, use, dis
      closure,
      copying, alteration, storage or distribution of, or reliance on, this messa
      ge is
      strictly prohibited. No part may be reproduced, adapted or transmitted with
      out the
      written permission of the owner. If you have received this transmission in 
      error, or
      are not an authorised recipient, please immediately notify the sender by re
      turn email,
      delete this message and all copies from your e-mail system, and destroy any
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      copies. Receipt by anyone other than the intended recipient should not be d
      eemed a
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       represent
      that this e-mail or any documents, files and previous e-mail messages attac
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      ---------------------------------------------------------------------------
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________________________________________________________________________________
Subject: 
Door Pin - Idea
Date: 
Oct 06, 2009
From: 
"Robin Marks" <robin1(at)mrmoisture.com>
      
      We ground down some of the fiberglass and epoxyed some S/S plates where
      the pins would hit if one were to close the door with the pins extended.
      We then had the painter mask off this area prior to paint. So far so
      good. I have also seen someone that just bent a piece of metal around
      the edge of the body held in place by the same screws that hold the
      nylon glide (as described below). I prefer the inset piece for better
      lines, fit & finish plus more aero.
      
      
      Robin
      
      
      From: owner-rv10-list-server(at)matronics.com
      [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of McGann, Ron
      Sent: Tuesday, October 06, 2009 4:52 PM
      Subject: RE: RV10-List: Door Pin - Idea
      
      
      Love this idea.  I was actually toying with striker plates myself -
      someone WILL attempt to close the door with the pins extended at some
      stage.  Without a striker plate, paint damage is inevitable.  The worst
      case I have seen is where the door pin has actually been forced between
      the fuse skin and the frame - not pretty.
      
      
      cheers,
      
      Ron
      
      VH-XRM
      
      flying on Oz
      
      
      From: owner-rv10-list-server(at)matronics.com
      [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of John Dunne
      Sent: Wednesday, 7 October 2009 10:04 AM
      Subject: RE: RV10-List: Door Pin - Idea
      
      
      Maybe a simple striker plate in the same plane as the nylon guide,
      mounted behind it, and extending a few millimeters outside the door
      frame.
      
      Sure, you'd have to recess the door trailing edge slightly to allow the
      plate to protrude through the closed door, but it would serve a couple
      of purposes.
      
      a)     be an extra metal guide and solid holding point for the pin,
      prior to entering the frame and
      
      b)    be an effective barrier against the rear pin slipping to the
      outside of the frame. If you can't close the door, you haven't captured
      the guide.
      
      
      John 40315 
      
      
      ________________________________
      
      From: owner-rv10-list-server(at)matronics.com
      [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Dave Saylor
      Sent: Wednesday, 7 October 2009 2:43 AM
      Subject: Re: RV10-List: Door Pin - Idea
      
      
      Phil,
      
      That's along the right track, but if you look at the nylon blocks you
      can see that the pin hole is drilled at a slight angle, I think in order
      to pull the pins inboard.  Either that, or the angle is supposed to help
      compensate for the nonparallel fiberglass surface.  Whichever, the
      blocks actually do see some load.  Whether that's by design is
      debatable.  Results suggest that they certainly do see a load, and
      aren't just acting as guides.
      
      The bushing would increase the amount of contact area, which is needed.
      I see your bushing being in line with the pin, so it wouldn't supply any
      inward tension.  Also, if the nylon block is supporting the bushing, I
      think it might rock around a bit and eventually tear up the block.
      
      Metal guide blocks do essentially the same thing as the bushing, and
      also provide the inward tension.
      
      Here's one of my blocks before it got upgraded.
      
      
      Dave Saylor
      AirCrafters LLC
      140 Aviation Way
      Watsonville, CA 95076
      831-722-9141 Shop
      831-750-0284 Cell
      
      On Tue, Oct 6, 2009 at 8:52 AM, Perry, Phil 
      wrote:
      
      Good morning,
      
      
      I haven't reached the door fitting section of the kit yet, but I have
      spent some time reviewing the plans (thank Tim) to get an idea how they
      function.
      
      
      This morning I woke up with an idea that might solve the door issue.
      
      
       I'm going to boil the door issue down to a couple of widely accepted
      statements.
      
      1)      The Nylon blocks are only there to act as a guide for the door
      pins ;
      
      2)      The door pins must extend completely through the aluminum frame.
      
      
      The idea (highly complex) is designed to transfer load from the nylon
      block area and into the aluminum frame - even if the pins do not fully
      extend in to the frame.
      
      
      Attached is a drawing and it involves installing a flanged bushing on
      the backside of the aluminum frame.  The only thing we will have to do
      is slightly oversize the 7/16" hole (say 5/8") in the aluminum.  The
      bushing will bring the hole size back down to 7/16".  The cabin top and
      the nylon block will also have to be drilled larger to accommodate the
      bushing.  (~5/8")
      
      
      Now we install the bushing from the back side of the aluminum frame.
      The flange sits firmly against the aluminum and extends (towards the
      door) through the aluminum, cabin top, and nylon block.
      
      
      At the nylon block, we have a couple of options with the bushing.
      
      1)      We can cut the bushing off flush with the nylon block; or
      
      2)      Extend the bushing some distance (maybe 1/16" or 1/8" - really
      depends on how your doors fit) to extend the carry through closer to the
      door.   This way a door pin that would typically fall short of engaging
      could be captured by the bushing; or
      
      3)      If we use the proper material, we could add a flare to the door
      side and the flare would act as a door pin guide through the material
      and into the door frame.
      
      
      Finally, if your door pins go all the way through the metal today -
      nothing changes.  You're still good - but just have a little extra
      protection against the not-so-fully-engaged door pin.
      
      
      This would also help with the door bulge theory by bringing some
      structural support further up the door pins.
      
      
      Anyone have any thoughts?  I think I'm going to call around to a couple
      of local machine shops.
      
      
      Phil
      
      
      DISCLAIMER:-------------------------------------------------------------
      -------------- This e-mail transmission and any documents, files and
      previous e-mail messages attached to it are private and confidential.
      They may contain proprietary or copyright material or information that
      is subject to legal professional privilege. They are for the use of the
      intended recipient only. Any unauthorised viewing, use, disclosure,
      copying, alteration, storage or distribution of, or reliance on, this
      message is strictly prohibited. No part may be reproduced, adapted or
      transmitted without the written permission of the owner. If you have
      received this transmission in error, or are not an authorised recipient,
      please immediately notify the sender by return email, delete this
      message and all copies from your e-mail system, and destroy any printed
      copies. Receipt by anyone other than the intended recipient should not
      be deemed a waiver of any privilege or protection. Thales Australia does
      not warrant or represent that this e-mail or any documents, files and
      previous e-mail messages attached are error or virus free.
      ------------------------------------------------------------------------
      -------------- 
      
      
________________________________________________________________________________
From: 
"Andrew Johnson" <noconwud(at)earthlink.net>
Subject: 
Will an IO-540-C4B5 narrow deck work for an RV-10
Date: 
Oct 07, 2009
      
      I bought an IO-540-C4B5 narrow deck, and am planning to have it 
      overhauled.  However, last night at an EAA meeting, someone told me they 
      heard narrow decks were no good, but could not offer why.  I bought the 
      engine from someone who had been building a 10 but lost interest, and I 
      never considered the possibility that a narrow deck might not be 
      suitable, but I'm not certain why that would be.
      
      Is a narrow deck C4B5 acceptable for a 10?  I hope someone else has 
      one...
      
      Thanks
      
      Andy
      
________________________________________________________________________________
From: 
"Bob-tcw" <rnewman(at)tcwtech.com>
Subject: 
Re: Will an IO-540-C4B5 narrow deck work for an RV-10
Date: 
Oct 07, 2009
      
      Andy,    I'm using an O-540-E4B5 out of a cherokee 6-260.   Its a narrow 
      deck.   I fits the engine mount perfectly.   The only thing I remember 
      as being a question is which mounting tabs are on the engine.  These are 
      easily changeable if you have the wrong ones.   One note,  I'm not using 
      Van's prepackaged firewall forward kit,  I'm on my own for these various 
      accessories.  Also, I'm converting to fuel injection via the airflow 
      performance conversion kit.
      
      
      Bob Newman
      40176
      
      www.tcwtech.com
      
      
        ----- Original Message ----- 
        From: Andrew Johnson 
        To: rv10-list(at)matronics.com 
        Sent: Wednesday, October 07, 2009 6:06 AM
        Subject: RV10-List: Will an IO-540-C4B5 narrow deck work for an RV-10
      
      
        I bought an IO-540-C4B5 narrow deck, and am planning to have it 
      overhauled.  However, last night at an EAA meeting, someone told me they 
      heard narrow decks were no good, but could not offer why.  I bought the 
      engine from someone who had been building a 10 but lost interest, and I 
      never considered the possibility that a narrow deck might not be 
      suitable, but I'm not certain why that would be.
      
        Is a narrow deck C4B5 acceptable for a 10?  I hope someone else has 
      one...
      
        Thanks
      
        Andy
      
      
________________________________________________________________________________
From: 
Michael Kraus <n223rv(at)wolflakeairport.net>
Subject: 
Re: Will an IO-540-C4B5 narrow deck work for an RV-10
Date: 
Oct 07, 2009
      
      Yep, no worries, works great!
      
      Sent from my iPhone
      
      On Oct 7, 2009, at 6:06 AM, "Andrew Johnson"   
      wrote:
      
      > I bought an IO-540-C4B5 narrow deck, and am planning to have it  
      > overhauled.  However, last night at an EAA meeting, someone told me  
      > they heard narrow decks were no good, but could not offer why.  I  
      > bought the engine from someone who had been building a 10 but lost  
      > interest, and I never considered the possibility that a narrow deck  
      > might not be suitable, but I'm not certain why that would be.
      >
      > Is a narrow deck C4B5 acceptable for a 10?  I hope someone else has  
      > one...
      >
      > Thanks
      >
      > Andy
      >
      >
      
________________________________________________________________________________
Date: 
Oct 07, 2009
Subject: 
Re: Will an IO-540-C4B5 narrow deck work for an RV-10
From: 
Kelly McMullen <apilot2(at)gmail.com>
      
      
      The concerns are mostly theoretical at this point. I don't know if
      Lycoming still makes major replacement parts such as crankcase.
      Cylinders should be no issue, along with most other standard
      replacement items. Lycoming stopped making new narrow deck engines
      about 30 years ago, but as far as I know they have been supporting
      them pretty well.
      In fact, they used a narrow deck engine for the certification mule of
      an IO390 in a Mooney 201 this year, as it was on display at OSH. If
      you can get a quality overhaul of the engine now, you should be good
      to go for 15-20 years. On the other hand, Lycoming has refused to take
      as cores for exchange engines of either variety that have not been
      back to the factory for overhaul within the past 36 years.
      
      On Wed, Oct 7, 2009 at 3:06 AM, Andrew Johnson  wrote:
      > I bought an IO-540-C4B5 narrow deck, and am planning to have it overhauled.
      
      >
      > Is a narrow deck C4B5 acceptable for a 10? I hope someone else has one...
      >
      > Thanks
      >
      > Andy
      
      
________________________________________________________________________________
Subject: 
Re: hat switch relays
From: 
"Lew Gallagher" <lewgall(at)charter.net>
Date: 
Oct 07, 2009
      
      
      While you're thinking about the relays, here's another one:
      
      Are you isolating left and right grip controls with a switch on the panel?  The
      schematic that came with the relay board just shows both wired in -- assumes
      only one pilot will trigger the hat switch?  I've searched the archives and found
      some with a pretty hefty selector switch.
      
      Later, - Lew
      
      --------
      non-pilot
      crazy about building
      NOW OFICIALLY BUILDER #40549
      Painting done!
      On with wiring and avionics.
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=266928#266928
      
      
________________________________________________________________________________
Subject: 
Re: hat switch relays
From: 
ricksked(at)embarqmail.com
Date: 
Oct 07, 2009
      
      
      I wouldn't use the relay setup for nothing.....the fail safe trim system is the
      only way to go. IMHO...
      ------Original Message------
      From: Lew Gallagher
      Sender: owner-rv10-list-server(at)matronics.com
      ReplyTo: Rv
      Sent: Oct 7, 2009 6:55 AM
      Subject: RV10-List: Re: hat switch relays
      
      
      While you're thinking about the relays, here's another one:
      
      Are you isolating left and right grip controls with a switch on the panel?  The
      schematic that came with the relay board just shows both wired in -- assumes
      only one pilot will trigger the hat switch?  I've searched the archives and found
      some with a pretty hefty selector switch.
      
      Later, - Lew
      
      --------
      non-pilot
      crazy about building
      NOW OFICIALLY BUILDER #40549
      Painting done!
      On with wiring and avionics.
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=266928#266928
      
      
      Sent via BlackBerry by AT&T
      
      
________________________________________________________________________________
From: 
"Marcus Cooper" <coop85(at)verizon.net>
Subject: 
Will an IO-540-C4B5 narrow deck work for an RV-10
Date: 
Oct 07, 2009
      
      The C4B5 is almost identical to the D4A5 Van's is pushing, primary
      difference is a lower RPM rating creating 10 less HP.  They are both narrow
      deck so I don't know where the concern at the meeting came from.  There was
      a previous thread discussing the differences between the C4B5 and D4A5 that
      you might want to search for.  From what I understand it's the wide deck
      engines you should shy away from. 
      
      
      FWIW I had a C4B5 on my Skybolt and it was great.
      
      
      Marcus
      
      40286
      
      
      From: owner-rv10-list-server(at)matronics.com
      [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Andrew Johnson
      Sent: Wednesday, October 07, 2009 6:06 AM
      Subject: RV10-List: Will an IO-540-C4B5 narrow deck work for an RV-10
      
      
      I bought an IO-540-C4B5 narrow deck, and am planning to have it overhauled.
      However, last night at an EAA meeting, someone told me they heard narrow
      decks were no good, but could not offer why.  I bought the engine from
      someone who had been building a 10 but lost interest, and I never considered
      the possibility that a narrow deck might not be suitable, but I'm not
      certain why that would be.
      
      
      Is a narrow deck C4B5 acceptable for a 10?  I hope someone else has one...
      
      
      Thanks
      
      
      Andy
      
      
________________________________________________________________________________
From: 
"Pascal" <rv10builder(at)verizon.net>
Subject: 
Re: Will an IO-540-C4B5 narrow deck work for an RV-10
Date: 
Oct 07, 2009
      
      You need new ears to fit the standard Van's mount, Narrow Deck, from my 
      research, are less prone to cracking than the newer wide deck, Eci 
      provides great cylinders to go into these engines (expect to do baffling 
      work for the tapered cylinders) as does Lycoming you can run the engine 
      from 2525 @ 250hp to 2700@ 260 without an issue and in the end it's the 
      same engine.
      If you need a great Overhaul shop let me know off list.
      Bottom line, you'll be fine with what you have.
      
      
      From: Andrew Johnson 
      Sent: Wednesday, October 07, 2009 3:06 AM
      Subject: RV10-List: Will an IO-540-C4B5 narrow deck work for an RV-10
      
      
      I bought an IO-540-C4B5 narrow deck, and am planning to have it 
      overhauled.  However, last night at an EAA meeting, someone told me they 
      heard narrow decks were no good, but could not offer why.  I bought the 
      engine from someone who had been building a 10 but lost interest, and I 
      never considered the possibility that a narrow deck might not be 
      suitable, but I'm not certain why that would be.
      
      Is a narrow deck C4B5 acceptable for a 10?  I hope someone else has 
      one...
      
      Thanks
      
      Andy
      
      
________________________________________________________________________________
From: 
Michael Kraus <n223rv(at)wolflakeairport.net>
Subject: 
Re: Will an IO-540-C4B5 narrow deck work for an RV-10
Date: 
Oct 07, 2009
      
      Yes, that is correct about the ears, I forgot about that.  The Rocket  
      guys use the smaller ears and often have larger ears available....  I  
      was able to swap mine out (even trade) with them.  You may have  
      similar luck with John Harmon or Mark Frederick, or with a posting on  
      the rocket or RV-4 list....
      -Mike Kraus
      
      Sent from my iPhone
      
      On Oct 7, 2009, at 12:19 PM, "Pascal"  wrote:
      
      > You need new ears to fit the standard Van's mount, Narrow Deck, from  
      > my research, are less prone to cracking than the newer wide deck,  
      > Eci provides great cylinders to go into these engines (expect to do  
      > baffling work for the tapered cylinders) as does Lycoming you can  
      > run the engine from 2525 @ 250hp to 2700@ 260 without an issue and  
      > in the end it's the same engine.
      > If you need a great Overhaul shop let me know off list.
      > Bottom line, you'll be fine with what you have.
      >
      >
      > From: Andrew Johnson
      > Sent: Wednesday, October 07, 2009 3:06 AM
      > To: rv10-list(at)matronics.com
      > Subject: RV10-List: Will an IO-540-C4B5 narrow deck work for an RV-10
      >
      > I bought an IO-540-C4B5 narrow deck, and am planning to have it  
      > overhauled.  However, last night at an EAA meeting, someone told me  
      > they heard narrow decks were no good, but could not offer why.  I  
      > bought the engine from someone who had been building a 10 but lost  
      > interest, and I never considered the possibility that a narrow deck  
      > might not be suitable, but I'm not certain why that would be.
      >
      > Is a narrow deck C4B5 acceptable for a 10?  I hope someone else has  
      > one...
      >
      > Thanks
      >
      > Andy
      >
      >
      > href="http://www.matronics.com/Navigator?RV10-List">http://www.matronics.com/Navigator?RV10-List
      > href="http://forums.matronics.com">http://forums.matronics.com
      > href="http://www.matronics.com/contribution">http:// 
      > www.matronics.com/c
      >
      >
      
________________________________________________________________________________
From: 
Kevin Belue <kdbelue(at)charter.net>
Subject: 
Re: Will an IO-540-C4B5 narrow deck work for an RV-10
Date: 
Oct 07, 2009
      
      I think you have that backwards. My IO-540-C4B5 had mounting ears with  
      large holes and I had to swap them for ears with the small holes to  
      fit the engine mount.
      
      Kevin Belue
      RV10 flying
      RV6A flying
      
      Sent from my iPhone
      
      On Oct 7, 2009, at 1:36 PM, Michael Kraus   
      wrote:
      
      > Yes, that is correct about the ears, I forgot about that.  The  
      > Rocket guys use the smaller ears and often have larger ears  
      > available....  I was able to swap mine out (even trade) with them.   
      > You may have similar luck with John Harmon or Mark Frederick, or  
      > with a posting on the rocket or RV-4 list....
      > -Mike Kraus
      >
      > Sent from my iPhone
      >
      > On Oct 7, 2009, at 12:19 PM, "Pascal"  wrote:
      >
      >> You need new ears to fit the standard Van's mount, Narrow Deck,  
      >> from my research, are less prone to cracking than the newer wide  
      >> deck, Eci provides great cylinders to go into these engines (expect  
      >> to do baffling work for the tapered cylinders) as does Lycoming you  
      >> can run the engine from 2525 @ 250hp to 2700@ 260 without an issue  
      >> and in the end it's the same engine.
      >> If you need a great Overhaul shop let me know off list.
      >> Bottom line, you'll be fine with what you have.
      >>
      >>
      >> From: Andrew Johnson
      >> Sent: Wednesday, October 07, 2009 3:06 AM
      >> To: rv10-list(at)matronics.com
      >> Subject: RV10-List: Will an IO-540-C4B5 narrow deck work for an RV-10
      >>
      >> I bought an IO-540-C4B5 narrow deck, and am planning to have it  
      >> overhauled.  However, last night at an EAA meeting, someone told me  
      >> they heard narrow decks were no good, but could not offer why.  I  
      >> bought the engine from someone who had been building a 10 but lost  
      >> interest, and I never considered the possibility that a narrow deck  
      >> might not be suitable, but I'm not certain why that would be.
      >>
      >> Is a narrow deck C4B5 acceptable for a 10?  I hope someone else has  
      >> one...
      >>
      >> Thanks
      >>
      >> Andy
      >>
      >>
      >> href="http://www.matronics.com/Navigator?RV10-List">http://www.matronics.com/Navigator?RV10-List
      >> href="http://forums.matronics.com">http://forums.matronics.com
      >> href="http://www.matronics.com/contribution">http://www.matronics.com/c
      >>
      >>
      >>
      >
      >
      
________________________________________________________________________________
Subject: 
Will an IO-540-C4B5 narrow deck work for an RV-10
Date: 
Oct 07, 2009
From: 
"Rhonda Bewley" <Rhonda(at)bpaengines.com>
      
      Both engines are fine, cost the same to overhaul and will work in the
      -10.  The engine may/may not have a lightening hole crankshaft which is
      fine but not suitable for aerobatics (shouldn't be a problem in the
      -10.)  The cases have a number of overhauls that can be done by an
      approved facility and most of them will have cases if you ever have to
      replace them.  The only difficult major component to replace at this
      time is the crankshaft.  Used serviceable crankshafts are very difficult
      to find at this time, and new ones are very pricey.  OEM flat tappets
      are also currently difficult to get but PMA are available.
      
      
      If the -C4B5 came from an Aztec, the mounts will be the larger hole and
      will need to be swapped to the smaller ear mounts.
      
      
      If you decide not to use it, let me know.  I'll by the core from you!
      :-)
      
      
      Good luck.
      
      
      Rhonda Barrett-Bewley
      
      Barrett Precision Engines, Inc.
      
      2870-B N. Sheridan Rd.
      
      Tulsa, OK  74115
      
      (918) 835-1089 phone
      
      (918) 835-1754 fax
      
      
      ________________________________
      
      From: owner-rv10-list-server(at)matronics.com
      [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Marcus Cooper
      Sent: Wednesday, October 07, 2009 10:39 AM
      Subject: RE: RV10-List: Will an IO-540-C4B5 narrow deck work for an
      RV-10
      
      
      The C4B5 is almost identical to the D4A5 Van's is pushing, primary
      difference is a lower RPM rating creating 10 less HP.  They are both
      narrow deck so I don't know where the concern at the meeting came from.
      There was a previous thread discussing the differences between the C4B5
      and D4A5 that you might want to search for.  From what I understand it's
      the wide deck engines you should shy away from. 
      
      
      FWIW I had a C4B5 on my Skybolt and it was great.
      
      
      Marcus
      
      40286
      
      
      From: owner-rv10-list-server(at)matronics.com
      [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Andrew
      Johnson
      Sent: Wednesday, October 07, 2009 6:06 AM
      Subject: RV10-List: Will an IO-540-C4B5 narrow deck work for an RV-10
      
      
      I bought an IO-540-C4B5 narrow deck, and am planning to have it
      overhauled.  However, last night at an EAA meeting, someone told me they
      heard narrow decks were no good, but could not offer why.  I bought the
      engine from someone who had been building a 10 but lost interest, and I
      never considered the possibility that a narrow deck might not be
      suitable, but I'm not certain why that would be.
      
      
      Is a narrow deck C4B5 acceptable for a 10?  I hope someone else has
      one...
      
      
      Thanks
      
      
      Andy
      
      
      http://www.matronics.com/Navigator?RV10-List
      
      http://forums.matronics.com
      
      http://www.matronics.com/contribution
      
      
________________________________________________________________________________
From: 
Michael Kraus <n223rv(at)wolflakeairport.net>
Subject: 
Re: Will an IO-540-C4B5 narrow deck work for an RV-10
Date: 
Oct 08, 2009
      
      Yep, you're right I had it backwards, thanks for the catch.  But I  
      wanted to make the point that we can swap them with the rocket  
      builders.....
      
      Sent from my iPhone
      
      On Oct 7, 2009, at 2:57 PM, Kevin Belue  wrote:
      
      > I think you have that backwards. My IO-540-C4B5 had mounting ears  
      > with large holes and I had to swap them for ears with the small  
      > holes to fit the engine mount.
      >
      > Kevin Belue
      > RV10 flying
      > RV6A flying
      >
      > Sent from my iPhone
      >
      > On Oct 7, 2009, at 1:36 PM, Michael Kraus  
      >  wrote:
      >
      >> Yes, that is correct about the ears, I forgot about that.  The  
      >> Rocket guys use the smaller ears and often have larger ears  
      >> available....  I was able to swap mine out (even trade) with them.   
      >> You may have similar luck with John Harmon or Mark Frederick, or  
      >> with a posting on the rocket or RV-4 list....
      >> -Mike Kraus
      >>
      >> Sent from my iPhone
      >>
      >> On Oct 7, 2009, at 12:19 PM, "Pascal"   
      >> wrote:
      >>
      >>> You need new ears to fit the standard Van's mount, Narrow Deck,  
      >>> from my research, are less prone to cracking than the newer wide  
      >>> deck, Eci provides great cylinders to go into these engines  
      >>> (expect to do baffling work for the tapered cylinders) as does  
      >>> Lycoming you can run the engine from 2525 @ 250hp to 2700@ 260  
      >>> without an issue and in the end it's the same engine.
      >>> If you need a great Overhaul shop let me know off list.
      >>> Bottom line, you'll be fine with what you have.
      >>>
      >>>
      >>> From: Andrew Johnson
      >>> Sent: Wednesday, October 07, 2009 3:06 AM
      >>> To: rv10-list(at)matronics.com
      >>> Subject: RV10-List: Will an IO-540-C4B5 narrow deck work for an  
      >>> RV-10
      >>>
      >>> I bought an IO-540-C4B5 narrow deck, and am planning to have it  
      >>> overhauled.  However, last night at an EAA meeting, someone told  
      >>> me they heard narrow decks were no good, but could not offer why.   
      >>> I bought the engine from someone who had been building a 10 but  
      >>> lost interest, and I never considered the possibility that a  
      >>> narrow deck might not be suitable, but I'm not certain why that  
      >>> would be.
      >>>
      >>> Is a narrow deck C4B5 acceptable for a 10?  I hope someone else  
      >>> has one...
      >>>
      >>> Thanks
      >>>
      >>> Andy
      >>>
      >>>
      >>> href="http://www.matronics.com/Navigator?RV10-List">http://www.matronics.com/Navigator?RV10-List
      >>> href="http://forums.matronics.com">http://forums.matronics.com
      >>> href="http://www.matronics.com/contribution">http://www.matronics.com/c
      >>>
      >>>
      >>>
      >>
      >>
      >>  href="http://www.matronics.com/Navigator?RV10-List">http://www.matronics.com/Navigator?RV10-List
      >> href="http://forums.matronics.com">http://forums.matronics.com
      >> href="http://www.matronics.com/contribution">http://www.matronics.com/contribution
      >>
      >
      >
      
________________________________________________________________________________
Subject: 
Re: hat switch relays
From: 
"marcausman" <marc(at)verticalpower.com>
Date: 
Oct 08, 2009
      
      
      Just a note to clarify this issue for anyone using the Vertical Power system. 
      You do not need relays or other boards for the trim. It is all built-in and all
      solid-state. Also, the pilot and co-pilot inputs are handled appropriately
      when there is conflicting control inputs between the two.
      
      On a separate but related note, you also do NOT need to install relays for the
      door latch annunciator switches. You just run the two switches in series from
      each door into a switched input pin, and you can change the logic (on when grounded
      or on when un-grounded) in the setup menus.
      
      --------
      Marc Ausman
      http://www.verticalpower.com
      RV-7 IO-390 Flying
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=267102#267102
      
      
________________________________________________________________________________
Subject: 
Re: hat switch relays
From: 
Jesse Saint <jesse(at)saintaviation.com>
Date: 
Oct 08, 2009
      
      
      Note, though, that the VP only handles 2 trim servos, so if you have  
      3, then you will need a relay for the 3rd.
      
      Jesse Saint
      Saint Aviation, Inc.
      jesse(at)saintaviation.com
      Cell: 352-427-0285
      Fax: 815-377-3694
      
      On Oct 8, 2009, at 11:09 AM, marcausman wrote:
      
      >
      > Just a note to clarify this issue for anyone using the Vertical  
      > Power system.   You do not need relays or other boards for the trim.  
      > It is all built-in and all solid-state. Also, the pilot and co-pilot  
      > inputs are handled appropriately when there is conflicting control  
      > inputs between the two.
      >
      > On a separate but related note, you also do NOT need to install  
      > relays for the door latch annunciator switches. You just run the two  
      > switches in series from each door into a switched input pin, and you  
      > can change the logic (on when grounded or on when un-grounded) in  
      > the setup menus.
      >
      > --------
      > Marc Ausman
      > http://www.verticalpower.com
      > RV-7 IO-390 Flying
      >
      >
      > Read this topic online here:
      >
      > http://forums.matronics.com/viewtopic.php?p=267102#267102
      >
      >
      
      
________________________________________________________________________________
Subject: 
Re: Will an IO-540-C4B5 narrow deck work for an RV-10
From: 
"Space Cadet" <Dwight(at)Drefs.net>
Date: 
Oct 08, 2009
      
      
      FWIW, I believe Lycoming stopped making the narrow-deck simply because they wanted
      a single production line, and the wide-deck had some other advantage relative
      to the product line they offer, I forget what.  I've got a C4B5 too, although
      not flying yet.
      
      Thanks for the lead on swapping ears with the Rocket guys, would never have known
      that and was going to order new parts soon.
      
      Dwight
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=267128#267128
      
      
________________________________________________________________________________
Subject: 
Re: hat switch relays
From: 
David Maib <dmaib(at)me.com>
Date: 
Oct 09, 2009
      
      
      I have pitch, roll, and yaw trim on my VP 200 and don't have any  
      relay's. Maybe because I have VP-200 duo. ?
      
      David Maib
      40559
      
      On Oct 8, 2009, at 11:46 AM, Jesse Saint wrote:
      
      >
      > Note, though, that the VP only handles 2 trim servos, so if you have  
      > 3, then you will need a relay for the 3rd.
      >
      > Jesse Saint
      > Saint Aviation, Inc.
      > jesse(at)saintaviation.com
      > Cell: 352-427-0285
      > Fax: 815-377-3694
      >
      > On Oct 8, 2009, at 11:09 AM, marcausman wrote:
      >
      >> 
      >>
      >> Just a note to clarify this issue for anyone using the Vertical  
      >> Power system.   You do not need relays or other boards for the  
      >> trim. It is all built-in and all solid-state. Also, the pilot and  
      >> co-pilot inputs are handled appropriately when there is conflicting  
      >> control inputs between the two.
      >>
      >> On a separate but related note, you also do NOT need to install  
      >> relays for the door latch annunciator switches. You just run the  
      >> two switches in series from each door into a switched input pin,  
      >> and you can change the logic (on when grounded or on when un- 
      >> grounded) in the setup menus.
      >>
      >> --------
      >> Marc Ausman
      >> http://www.verticalpower.com
      >> RV-7 IO-390 Flying
      >>
      >>
      >>
      >>
      >> Read this topic online here:
      >>
      >> http://forums.matronics.com/viewtopic.php?p=267102#267102
      >>
      >>
      >>
      >>
      >>
      >>
      >>
      >>
      >>
      >>
      >
      >
      
      
________________________________________________________________________________
Subject: 
Re: hat switch relays
From: 
"marcausman" <marc(at)verticalpower.com>
Date: 
Oct 09, 2009
      
      
      Each Control Unit can handle two trim servos. So a system with two control units
      ("red boxes") can control and display three trim servos.
      
      --------
      Marc Ausman
      http://www.verticalpower.com  "Move up to a modern electrical system"
      RV-7 IO-390 Flying
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=267213#267213
      
      
________________________________________________________________________________
From: 
"Lew Gallagher" <lewgall(at)charter.net>
Subject: 
Re: hat switch relays
Date: 
Oct 09, 2009
      
      
      Wow, Marc.
      
      Thanks for your link.  I can see now why others scoff at relays.  At this 
      point we can only dream and drool of such an awesome gizmo!
      
      Later, - Lew
      
      
      ----- Original Message ----- 
      From: "marcausman" <marc(at)verticalpower.com>
      Sent: Friday, October 09, 2009 9:25 AM
      Subject: RV10-List: Re: hat switch relays
      
      
      >
      > Each Control Unit can handle two trim servos. So a system with two control 
      > units ("red boxes") can control and display three trim servos.
      >
      > --------
      > Marc Ausman
      > http://www.verticalpower.com  "Move up to a modern electrical 
      > system"
      > RV-7 IO-390 Flying
      
      
________________________________________________________________________________
From: 
Robert Brunkenhoefer <rebrunk42(at)gmail.com>
Subject: 
flap switch
Date: 
Oct 09, 2009
      
      
      initially, my flap switch would engage in three increments, but now I  
      have to mark my flap so i can manually lower it to its proper position  
      for landing . what happened to the mechanism, and what is the fix? as  
      always i appreciate all the wisdom. robert  brunkenhoefer  KCRP   
      flying in conditional. 
      
      
________________________________________________________________________________
Subject: 
Re: flap switch
From: 
Jesse Saint <jesse(at)saintaviation.com>
Date: 
Oct 09, 2009
      
      
      If you have the flap positioning system, then it is possible that  
      either one of the switches is bad or the rod is somehow messed up.  It  
      is more likely that the controller is bad.  If the controller is  
      working and one of the switches or rod is bad, then I would think that  
      when you hit the flaps-down switch, it would go all the way down and  
      the motor would keep on running because there would be no "limit  
      switch" for the different position settings.  I have seen one system  
      where the flaps went just beyond the last switch, so when the flaps  
      stopped in the "down" position, if you hit the switch again they would  
      go just beyond that position and the motor would keep running.
      
      Jesse Saint
      Saint Aviation, Inc.
      jesse(at)saintaviation.com
      Cell: 352-427-0285
      Fax: 815-377-3694
      
      On Oct 9, 2009, at 10:44 AM, Robert Brunkenhoefer wrote:
      
      > >
      >
      > initially, my flap switch would engage in three increments, but now  
      > I have to mark my flap so i can manually lower it to its proper  
      > position for landing . what happened to the mechanism, and what is  
      > the fix? as always i appreciate all the wisdom. robert   
      > brunkenhoefer  KCRP  flying in conditional.
      >
      >
      
      
________________________________________________________________________________
Subject: 
Re: flap switch
From: 
"Nick Leonard" <nick(at)nleonard.com>
Date: 
Oct 09, 2009
      
      
      I am so glad that you brought this subject up.  I have been looking at developing
      a flap positioning system initially for my own use but with an eye on making
      it available to others.
      
      The system would use one of two flap switches - either a rotary switch (ala Cirrus
      and others) that has a flap like handle that you click to the desired position.
      The other switch format is like the Cessna vertical flap selector.  Different
      panel switches but the functionality would be the same.  In both cases,
      lights would indicate current position, selected position and transition state.
      The system would be 12v or 24v and have multiple outputs for displaying the
      flap position on various electronic panels (Dynon, AFS, GRT, etc). Unlike the
      other flap positioning systems, you would lose the ability to stop the flaps
      between positions.
      
      So my question is; is this a one-off project for myself or would others be interested
      in such a system?  I would expect the pricing to be in the same range as
      the other flap positioning systems.  What additional features might you want
      to see?
      
      Thanks for your feedback. -Nick
      
      --------
      Nick Leonard
      RV-10 (40015) Finish
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=267256#267256
      
      
________________________________________________________________________________
From: 
"RV Builder (Michael Sausen)" <rvbuilder(at)sausen.net>
Date: 
Oct 09, 2009
Subject: 
Re: flap switch
      
      
        This is just me thinking out loud here but given the fact there are at least
      3 other systems today, I don't know if it would be worthwhile for even yourself.
      I'm betting the $time$ involved for the one off would probably cost more than
      one of the COTS models.
      
      Michael
      
      -----Original Message-----
      From: owner-rv10-list-server(at)matronics.com [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Nick Leonard
      Sent: Friday, October 09, 2009 12:46 PM
      Subject: RV10-List: Re: flap switch
      
      
      I am so glad that you brought this subject up.  I have been looking at developing
      a flap positioning system initially for my own use but with an eye on making
      it available to others.
      
      The system would use one of two flap switches - either a rotary switch (ala Cirrus
      and others) that has a flap like handle that you click to the desired position.
      The other switch format is like the Cessna vertical flap selector.  Different
      panel switches but the functionality would be the same.  In both cases,
      lights would indicate current position, selected position and transition state.
      The system would be 12v or 24v and have multiple outputs for displaying the
      flap position on various electronic panels (Dynon, AFS, GRT, etc). Unlike the
      other flap positioning systems, you would lose the ability to stop the flaps
      between positions.
      
      So my question is; is this a one-off project for myself or would others be interested
      in such a system?  I would expect the pricing to be in the same range as
      the other flap positioning systems.  What additional features might you want
      to see?
      
      Thanks for your feedback. -Nick
      
      --------
      Nick Leonard
      RV-10 (40015) Finish
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=267256#267256
      
      
________________________________________________________________________________
From: 
"Andrew Johnson" <noconwud(at)earthlink.net>
Subject: 
Re: Will an IO-540-C4B5 narrow deck work for an RV-10
Date: 
Oct 09, 2009
      
      
      Thanks to all for the great, and relieving, information.
      
      How do I get a hold of a Rocket guy?  Google?
      
      Andy
      
      ----- Original Message ----- 
      From: "Space Cadet" <Dwight(at)Drefs.net>
      Sent: Thursday, October 08, 2009 2:29 PM
      Subject: RV10-List: Re: Will an IO-540-C4B5 narrow deck work for an RV-10
      
      
      >
      > FWIW, I believe Lycoming stopped making the narrow-deck simply because 
      > they wanted a single production line, and the wide-deck had some other 
      > advantage relative to the product line they offer, I forget what.  I've 
      > got a C4B5 too, although not flying yet.
      >
      > Thanks for the lead on swapping ears with the Rocket guys, would never 
      > have known that and was going to order new parts soon.
      >
      > Dwight
      >
      >
      > Read this topic online here:
      >
      > http://forums.matronics.com/viewtopic.php?p=267128#267128
      >
      >
      > 
      
      
________________________________________________________________________________
Subject: 
Re: flap switch
From: 
"Nick Leonard" <nick(at)nleonard.com>
Date: 
Oct 09, 2009
      
      
      Michael,
      
      You may well be right but what I'm building can't be adapted from one of the existing
      systems.  In fact, I have one of them now that I bought some time ago.
      Personally, I would prefer the rotary switch approach and I have access to someone
      who can design the electronics so it should be an enjoyable project.
      
      --------
      Nick Leonard
      RV-10 (40015) Finish
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=267271#267271
      
      
________________________________________________________________________________
From: 
"Bob Leffler" <rv(at)thelefflers.com>
Subject: 
Re: Will an IO-540-C4B5 narrow deck work for an RV-10
Date: 
Oct 09, 2009
      
      
      Rick Gray
      
      http://rv6rick.tripod.com/ohiovalleyrvators/id22.html
      
      
      -----Original Message-----
      From: owner-rv10-list-server(at)matronics.com
      [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Andrew Johnson
      Sent: Friday, October 09, 2009 3:37 PM
      Subject: Re: RV10-List: Re: Will an IO-540-C4B5 narrow deck work for an
      RV-10
      
      
      Thanks to all for the great, and relieving, information.
      
      How do I get a hold of a Rocket guy?  Google?
      
      Andy
      
      ----- Original Message ----- 
      From: "Space Cadet" <Dwight(at)Drefs.net>
      Sent: Thursday, October 08, 2009 2:29 PM
      Subject: RV10-List: Re: Will an IO-540-C4B5 narrow deck work for an RV-10
      
      
      >
      > FWIW, I believe Lycoming stopped making the narrow-deck simply because 
      > they wanted a single production line, and the wide-deck had some other 
      > advantage relative to the product line they offer, I forget what.  I've 
      > got a C4B5 too, although not flying yet.
      >
      > Thanks for the lead on swapping ears with the Rocket guys, would never 
      > have known that and was going to order new parts soon.
      >
      > Dwight
      >
      >
      > Read this topic online here:
      >
      > http://forums.matronics.com/viewtopic.php?p=267128#267128
      >
      >
      > 
      
      
________________________________________________________________________________
Date: 
Oct 09, 2009
From: 
Bill DeRouchey <billderou(at)yahoo.com>
Subject: 
Re: flap switch
      
      Robert-
      -
      Suggest you stop and debug the situation. The motor could be running up aga
      inst a stop when you think it is off. This could harm something and/or crea
      te a serious situation.
      -
      During my installation I noticed that the flap motor will rotate the worm d
      rive-shell (say) clockwise when dropping the flaps and CCW when retractin
      g the flaps. This causes the flap sensing rod to rotate and the microswitch
       rollers miss the detents. My suggestion is open the tunnel and watch the a
      ction as the flaps are lowered and raised. Maybe this will help in the prob
      lem resolution process.
      -
      Bill DeRouchey
      N939SB, 320 hrs
      
      
      --- On Fri, 10/9/09, RV Builder (Michael Sausen)  wro
      te:
      
      
      From: RV Builder (Michael Sausen) <rvbuilder(at)sausen.net>
      Subject: RE: RV10-List: Re: flap switch
      Date: Friday, October 9, 2009, 11:33 AM
      
      
      ausen.net>
      
      - This is just me thinking out loud here but given the fact there are at 
      least 3 other systems today, I don't know if it would be worthwhile for eve
      n yourself.- I'm betting the $time$ involved for the one off would probab
      ly cost more than one of the COTS models.
      
      Michael
      
      -----Original Message-----
      From: owner-rv10-list-server(at)matronics.com [mailto:owner-rv10-list-server@m
      atronics.com] On Behalf Of Nick Leonard
      Sent: Friday, October 09, 2009 12:46 PM
      Subject: RV10-List: Re: flap switch
      
      
      I am so glad that you brought this subject up.- I have been looking at de
      veloping a flap positioning system initially for my own use but with an eye
       on making it available to others.
      
      The system would use one of two flap switches - either a rotary switch (ala
       Cirrus and others) that has a flap like handle that you click to the desir
      ed position.- The other switch format is like the Cessna vertical flap se
      lector.- Different panel switches but the functionality would be the same
      .- In both cases, lights would indicate current position, selected positi
      on and transition state.- The system would be 12v or 24v and have multipl
      e outputs for displaying the flap position on various electronic panels (Dy
      non, AFS, GRT, etc). Unlike the other flap positioning systems, you would l
      ose the ability to stop the flaps between positions.
      
      So my question is; is this a one-off project for myself or would others be 
      interested in such a system?- I would expect the pricing to be in the sam
      e range as the other flap positioning systems.- What additional features 
      might you want to see?
      
      Thanks for your feedback. -Nick
      
      --------
      Nick Leonard
      RV-10 (40015) Finish
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=267256#267256
      
      
      le, List Admin.
      
      
________________________________________________________________________________
Date: 
Oct 09, 2009
From: 
Bill Mauledriver Watson <MauleDriver(at)nc.rr.com>
Subject: 
What to use for a cabin speaker and where to mount it?
      
      
      Not much in the archives... what have people installed?
      
      Bill "fooling around with a PMA9000EX install" Watson
      
      
________________________________________________________________________________
Subject: 
Re: What to use for a cabin speaker and where to mount it?
From: 
"AirMike" <Mikeabel(at)Pacbell.net>
Date: 
Oct 10, 2009
      
      
      I got an inexpensive one at Fry's Electronics in Calif. - There, you can also get
      a nice durable and inexpensive grill to cover the speaker.
      There is a specific OHM requirement which is probably in the manual for the audio
      panel. I cut a hole in the side panel at hip level in the right side of the
      back seat. Seems to work fine, but with all the excellent headsets out there
      - not sure it is really needed.
      
      --------
      OSH '10 or Bust 
      Q/B Kit - phase 1
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=267323#267323
      
      
      Attachments: 
      
      http://forums.matronics.com//files/pb210504_182.jpg
      
      
________________________________________________________________________________
From: 
"David McNeill" <dlm46007(at)cox.net>
Subject: 
Re: What to use for a cabin speaker and where to mount
      it?
Date: 
Oct 10, 2009
      
      
      Not required. Just another thing to break. Put jacks at all four seats and
      an aux jack on the panel.   
      
      -----Original Message-----
      From: owner-rv10-list-server(at)matronics.com
      [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of AirMike
      Sent: Saturday, October 10, 2009 2:57 AM
      Subject: RV10-List: Re: What to use for a cabin speaker and where to mount
      it?
      
      
      I got an inexpensive one at Fry's Electronics in Calif. - There, you can
      also get a nice durable and inexpensive grill to cover the speaker.
      There is a specific OHM requirement which is probably in the manual for the
      audio panel. I cut a hole in the side panel at hip level in the right side
      of the back seat. Seems to work fine, but with all the excellent headsets
      out there - not sure it is really needed.
      
      --------
      OSH '10 or Bust
      Q/B Kit - phase 1
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=267323#267323
      
      
      Attachments: 
      
      http://forums.matronics.com//files/pb210504_182.jpg
      
      
________________________________________________________________________________
From: 
"Chris Hukill" <cjhukill(at)cox.net>
Subject: 
flap switch
Date: 
Oct 10, 2009
      
      I would be interested in another system for controlling the flaps than 
      Vans provides in they're version of the flap positioning system. In my 
      RV8, I have a simple momentary up, off, down switch. Works great, lasts 
      a long time. I look out over the left shoulder, and can see the marks on 
      the flaps, and just release the switch at the desired setting. I have 
      been flying a RV10 with the Vans positioning system installed, and it 
      seems to be more work (i.e. distraction), to get the flaps where you 
      want them, than to just hold and release the switch, like in my 8. Now 
      with the realization that the positioning system adds several failure 
      points to the equation, I think I am going to pass on it. I don't need a 
      burned out actuator while far from home. At least a "flap motor running" 
      annunciator would be a requirement for any system that can fail in that 
      mode. I have flown the Cirrus, and would be very much interested in a 
      similar system to that. I think I'll walk down to the local Cirrus 
      service center, and check the price on one of those switches, and logic 
      boards, and talk to the mechanics on the reliability and safeguards of 
      that system. I will post my findings.
      I am about to figure out how to mount the RAC 1.2 inch position sensor 
      to the flaps. Anybody got pictures of how they did it?
      Chris Hukill
      temporarily out of fiberglass hell
      
________________________________________________________________________________
Date: 
Oct 10, 2009
Subject: 
Re: What to use for a cabin speaker and where to   mount
      it?
From: 
"Jim" <jim(at)CombsFive.Com>
      
      
      I went to Walmart and bought a 3.5" speaker (Automotive / aviation)
      and then radio shack for a plastic enclosure. Drilled a series of
      holes in the enclosure and mounted it on aluminum angle under the panel
      facing down at the floor. It's nice to be able to get ATIS before
      engine start and not have to put on the head sets.
      
      Jim Combs
      (N312F - 120+ hours - Young Eagles this weekend)
      
      ---------------------------------------------------------------------------------------------------------------------
      
      
      
      I got an inexpensive one at Fry's
      Electronics in Calif. - There, you can
      also get a nice durable and
      inexpensive grill to cover the speaker.
      There is a specific OHM
      requirement which is probably in the manual for
      the audio panel. I
      cut a hole in the side panel at hip level in the right
      side of the
      back seat. Seems to work fine, but with all the excellent
      headsets
      out there - not sure it is really needed.
      
      --------
      OSH '10
      or Bust
      Q/B Kit - phase 1
      
      
      Read this
      topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=267323#267323
      
      
      Attachments:
      
      http://forums.matronics.com//files/pb210504_182.jpg
      
      
      List Features Navigator to browse
      List Un/Subscription,
      Browse, Chat, FAQ,
                   - MATRONICS WEB FORUMS -
      available via the Web Forums!
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                 - List Contribution Web Site -
      generous support!
      Admin.
      
      
________________________________________________________________________________
Date: 
Oct 10, 2009
Subject: 
Re: What to use for a cabin speaker and where to mount it?
From: 
Dave Saylor <dave.saylor.aircrafters(at)gmail.com>
      
      I mounted a 11-01569 from ACS in the upper section of the rear bulkhead.
      Works great.
      
      We put a doubler to beef up the cut in the corrugation, then the interior
      cloth went right over the speaker so it's invisible.
      
      It's about 2 feet fwd of the AFS magnetometer, but it doesn't seem to affect
      it.
      
      Dave Saylor
      AirCrafters LLC
      140 Aviation Way
      Watsonville, CA 95076
      831-722-9141 Shop
      831-750-0284 Cell
      
      
      On Fri, Oct 9, 2009 at 8:22 PM, Bill Mauledriver Watson <
      MauleDriver(at)nc.rr.com> wrote:
      
      > MauleDriver(at)nc.rr.com>
      >
      > Not much in the archives... what have people installed?
      >
      > Bill "fooling around with a PMA9000EX install" Watson
      >
      >
      
________________________________________________________________________________
From: 
"Bob-tcw" <rnewman(at)tcwtech.com>
Subject: 
Re: flap switch
Date: 
Oct 10, 2009
      
      Chris,   You may want to take a look at our Flap Controller.  It works 
      with the standard momentary down, maintained up type flap switches.  The 
      TCW flap controller allows for pilot and co-pilot flap switches, it 
      includes a 15 second run timer to shut off the flap motor if you leave 
      the flap switch(es) in the up position.   The flap controller takes care 
      of the conflict if one of the flap switches is left in the up positon.  
      It also connects to an airspeed switch providing vfe protection.
      
      All the details are at www.tcwtech.com
      
      
      Bob Newman
      
      
        ----- Original Message ----- 
        From: Chris Hukill 
        To: rv10-list(at)matronics.com 
        Sent: Saturday, October 10, 2009 9:03 AM
        Subject: ***SPAM*** RV10-List: flap switch
      
      
        I would be interested in another system for controlling the flaps than 
      Vans provides in they're version of the flap positioning system. In my 
      RV8, I have a simple momentary up, off, down switch. Works great, lasts 
      a long time. I look out over the left shoulder, and can see the marks on 
      the flaps, and just release the switch at the desired setting. I have 
      been flying a RV10 with the Vans positioning system installed, and it 
      seems to be more work (i.e. distraction), to get the flaps where you 
      want them, than to just hold and release the switch, like in my 8. Now 
      with the realization that the positioning system adds several failure 
      points to the equation, I think I am going to pass on it. I don't need a 
      burned out actuator while far from home. At least a "flap motor running" 
      annunciator would be a requirement for any system that can fail in that 
      mode. I have flown the Cirrus, and would be very much interested in a 
      similar system to that. I think I'll walk down to the local Cirrus 
      service center, and check the price on one of those switches, and logic 
      boards, and talk to the mechanics on the reliability and safeguards of 
      that system. I will post my findings.
        I am about to figure out how to mount the RAC 1.2 inch position sensor 
      to the flaps. Anybody got pictures of how they did it?
        Chris Hukill
        temporarily out of fiberglass hell
      
      
________________________________________________________________________________
Date: 
Oct 10, 2009
Subject: 
Re: flap switch
From: 
James McGrew <jsmcgrew(at)alum.mit.edu>
      
      > There's pictures of my RAC POS-12 sensor install in this previous post
      > here: http://forums.matronics.com/viewtopic.php?t=38195&highlight=pos12
      >
      > Also, I've been having trouble with my Van's flap positioning system
      > lately. I've done some trouble shooting but haven't yet pin pointed the
      > issue. It tends to stop at random places on the way down.
      >
      > -Jim
      > 40134
      >
      >   On Sat, Oct 10, 2009 at 7:03 AM, Chris Hukill  wrote:
      >
      >>  I would be interested in another system for controlling the flaps than
      >> Vans provides in they're version of the flap positioning system. In my RV8,
      >> I have a simple momentary up, off, down switch. Works great, lasts a long
      >> time. I look out over the left shoulder, and can see the marks on the flaps,
      >> and just release the switch at the desired setting. I have been flying a
      >> RV10 with the Vans positioning system installed, and it seems to be more
      >> work (i.e. distraction), to get the flaps where you want them, than to just
      >> hold and release the switch, like in my 8. Now with the realization that the
      >> positioning system adds several failure points to the equation, I think I am
      >> going to pass on it. I don't need a burned out actuator while far from home.
      >> At least a "flap motor running" annunciator would be a requirement for any
      >> system that can fail in that mode. I have flown the Cirrus, and would be
      >> very much interested in a similar system to that. I think I'll walk down to
      >> the local Cirrus service center, and check the price on one of those
      >> switches, and logic boards, and talk to the mechanics on the reliability and
      >> safeguards of that system. I will post my findings.
      >> I am about to figure out how to mount the RAC 1.2 inch position sensor to
      >> the flaps. Anybody got pictures of how they did it?
      >> Chris Hukill
      >> temporarily out of fiberglass hell
      >>
      >> *
      >>
      >> *
      >>
      >>
      >
      
________________________________________________________________________________
From: 
"David McNeill" <dlm46007(at)cox.net>
Subject: 
flap switch
Date: 
Oct 10, 2009
      
      I used a momentary switch from McMaster Carr. The switch is spring loaded to
      move down flaps. Returns to center position to shut off the flap motor. When
      the switch is flipped up the flaps move up until switch returned to center.
      I have a red LED wired in the circuit to remind me if I left the switch in
      the up position and the motor is running. Of course I also have a starter
      running light as well.
      
        _____  
      
      From: owner-rv10-list-server(at)matronics.com
      [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Bob-tcw
      Sent: Saturday, October 10, 2009 8:59 AM
      Subject: Re: ***SPAM*** RV10-List: flap switch
      
      
      Chris,   You may want to take a look at our Flap Controller.  It works with
      the standard momentary down, maintained up type flap switches.  The TCW flap
      controller allows for pilot and co-pilot flap switches, it includes a 15
      second run timer to shut off the flap motor if you leave the flap switch(es)
      in the up position.   The flap controller takes care of the conflict if one
      of the flap switches is left in the up positon.  It also connects to an
      airspeed switch providing vfe protection.
      
      All the details are at www.tcwtech.com
      
      
      Bob Newman
      
      
      ----- Original Message ----- 
      From: Chris Hukill <mailto:cjhukill(at)cox.net>  
      Sent: Saturday, October 10, 2009 9:03 AM
      Subject: ***SPAM*** RV10-List: flap switch
      
      I would be interested in another system for controlling the flaps than Vans
      provides in they're version of the flap positioning system. In my RV8, I
      have a simple momentary up, off, down switch. Works great, lasts a long
      time. I look out over the left shoulder, and can see the marks on the flaps,
      and just release the switch at the desired setting. I have been flying a
      RV10 with the Vans positioning system installed, and it seems to be more
      work (i.e. distraction), to get the flaps where you want them, than to just
      hold and release the switch, like in my 8. Now with the realization that the
      positioning system adds several failure points to the equation, I think I am
      going to pass on it. I don't need a burned out actuator while far from home.
      At least a "flap motor running" annunciator would be a requirement for any
      system that can fail in that mode. I have flown the Cirrus, and would be
      very much interested in a similar system to that. I think I'll walk down to
      the local Cirrus service center, and check the price on one of those
      switches, and logic boards, and talk to the mechanics on the reliability and
      safeguards of that system. I will post my findings.
      I am about to figure out how to mount the RAC 1.2 inch position sensor to
      the flaps. Anybody got pictures of how they did it?
      Chris Hukill
      temporarily out of fiberglass hell
      
      
      href="http://www.matronics.com/Navigator?RV10-List">http://www.matronics.com
      /Navigator?RV10-List
      
      href="http://forums.matronics.com">http://forums.matronics.com
      
      href="http://www.matronics.com/contribution">http://www.matronics.com/c
      
      
________________________________________________________________________________
Subject: 
Custom Fan Grills For Sale
From: 
effectus(at)rogers.com
Date: 
Oct 10, 2009
      
      
      Hi Everyone,I have a pair of custom RV-10 fan grills that I would like to offer
      for sale.
      
       They are laser cut from 1/16" 304 stainless steel. As you can see from the picture
      they dress up your dash and functionally diffuse air from a standard 92mm
      computer case fan. The opening from the case fan is approx. 3.5" in diameter.
      
      You can see a photo of the fan grill installed on my RV-10 on my blog at the following
      address.
      
      http://kitaircraftmods.com/category/all-aircraft-accessory/
      
      It is the third post down from the top.
      
      If interested please contact me off list. I will post if they have been sold.
      
      Thanks,
      
      Dave Hertner
      
      President
      
      Effectus AeroProducts Inc.
      
      
________________________________________________________________________________
From: 
"Chris Hukill" <cjhukill(at)cox.net>
Subject: 
door pins 
Date: 
Oct 11, 2009
      
      I have a set of Rivethead aero door pins and guides. I am looking for a 
      source for pins without the magnets, as I intend to use microswitches 
      instead of the magnet switch. I can then adjust the switch to activate 
      at the very start of any retraction, instead of the 1/4 inch or so 
      movement the magnet switches require. Does anyone have a source for the 
      pins?
      Chris Hukill
      
________________________________________________________________________________
Subject: 
Re: door pins
From: 
ricksked(at)embarqmail.com
Date: 
Oct 11, 2009
      
      I think Iflyrv10 does Chris
      Rick S.
      Sent via BlackBerry by AT&T
      
      -----Original Message-----
      From: "Chris Hukill" <cjhukill(at)cox.net>
      Date: Sun, 11 Oct 2009 06:30:32 
      Subject: RV10-List: door pins 
      
      This is a multi-part message in MIME format.
      
      
________________________________________________________________________________
From: 
"Condrey, Bob (US SSA)" <bob.condrey(at)baesystems.com>
Date: 
Oct 11, 2009
Subject: 
Re: door pins
      
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      bGUsIExpc3QgQWRtaW4uDQpfLT0gICAtLT4gaHR0cDovL3d3dy5tYXRyb25pY3MuY29tL2NvbnRy
      aWJ1dGlvbg0KXy09PT09PT09PT09PT09PT09PT09PT09PT09PT09PT09PT09PT09PT09PT09PT09
      PT09PT09PT09PT09PT0NCg0KDQo
      
________________________________________________________________________________
From: 
Jeff Carpenter <jeff(at)westcottpress.com>
Subject: 
Re: door pins 
Date: 
Oct 11, 2009
      
      What is stopping you from using the magnetic pins mechanically?
      
      Sent from my iPhone
      
      On Oct 11, 2009, at 6:30 AM, "Chris Hukill"  wrote:
      
      > I have a set of Rivethead aero door pins and guides. I am looking  
      > for a source for pins without the magnets, as I intend to use  
      > microswitches instead of the magnet switch. I can then adjust the  
      > switch to activate at the very start of any retraction, instead of  
      > the 1/4 inch or so movement the magnet switches require. Does anyone  
      > have a source for the pins?
      > Chris Hukill
      >
      >
      
________________________________________________________________________________
From: 
"David McNeill" <dlm46007(at)cox.net>
Subject: 
door pins 
Date: 
Oct 11, 2009
      
      Recently I had an opportunity to examine the doors on several other 10s. one
      had a cauliflower shaped hole in the rear door frame. the irregular shape
      was about 5/8" in diameter. I think the hole in the door frame should be
      circular and 7/16" in diameter jus as the pin. The irregular hole is going
      to provide plenty of room for the door to move while closed.
      
        _____  
      
      From: owner-rv10-list-server(at)matronics.com
      [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Chris Hukill
      Sent: Sunday, October 11, 2009 6:31 AM
      Subject: RV10-List: door pins 
      
      
      I have a set of Rivethead aero door pins and guides. I am looking for a
      source for pins without the magnets, as I intend to use microswitches
      instead of the magnet switch. I can then adjust the switch to activate at
      the very start of any retraction, instead of the 1/4 inch or so movement the
      magnet switches require. Does anyone have a source for the pins?
      Chris Hukill
      
      
________________________________________________________________________________
From: 
"Les Kearney" <kearney(at)shaw.ca>
Subject: 
Final Fitting of the canopy
Date: 
Oct 11, 2009
      
      Hi
      
      
      Yesterday was a red letter day as I put my canopy on for the last time and
      glassed it into the door frame. I am no looking at riveting up the side
      flanges to the fuse. I do have a question however. The plans suggest sealing
      the rear canopy flange to the tail cone forward top skin to prevent leaks. 
      
      
      Is there any need to do something similar to the side flanges that fit
      inside the fuse skins and rest on top of the longerons?
      
      
      Inquiring minds need to know...
      
      
      Les
      
      40643 - 90% finished with the cabin top f/g - only 90% to go 
      
      
________________________________________________________________________________
Subject: 
Re: Final Fitting of the canopy
From: 
"Jim Berry" <jimberry(at)qwest.net>
Date: 
Oct 11, 2009
      
      
      Les,
      
      I think most people are putting a layer of fiberglass over the rivet line to hide
      the pull rivets, which effectively water proofs this area. Congratulations
      on getting the canopy anchored. Now you can get on to fitting the doors. Have
      fun with that.
      
      Jim Berry
      40482
      N15JB
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=267487#267487
      
      
________________________________________________________________________________
Subject: 
Re: flap switch
From: 
"marcausman" <marc(at)verticalpower.com>
Date: 
Oct 11, 2009
      
      
      You might also consider that the flap system behaves slightly differently in the
      air than on the ground, due to the air loads. Some people report problems in
      the air but not on the ground.
      
      --------
      Marc Ausman
      http://www.verticalpower.com  "Move up to a modern electrical system"
      RV-7 IO-390 Flying
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=267498#267498
      
      
________________________________________________________________________________
From: 
"Les Kearney" <kearney(at)shaw.ca>
Subject: 
Re: Final Fitting of the canopy
Date: 
Oct 11, 2009
      
      
      Hi Jim
      
      I was wondering about glassing that rivet line. 
      
      If the truth be known, I have my doors fitted already. I just clecoed the
      top on while fitting the doors. This, as it turns out, was a good thing as
      it allowed the port door sill (fibreglass) to be relocated about 1/8"
      inboard so my door seals weren't compressed too much. This makes the door
      very easy to close. I expect as the seals get a memory it will be easy
      still. FYI, I am using the McMaster Carr seals and had them installed when
      fitting the doors.
      
      I all I have to do now is to adjust the door gap and then I can move on to
      something that doesn't involve sanding.
      
      Cheers
      
      Les
      
      -----Original Message-----
      From: owner-rv10-list-server(at)matronics.com
      [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Jim Berry
      Sent: October-11-09 11:06 AM
      Subject: RV10-List: Re: Final Fitting of the canopy
      
      
      Les,
      
      I think most people are putting a layer of fiberglass over the rivet line to
      hide the pull rivets, which effectively water proofs this area.
      Congratulations on getting the canopy anchored. Now you can get on to
      fitting the doors. Have fun with that.
      
      Jim Berry
      40482
      N15JB
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=267487#267487
      
      
________________________________________________________________________________
From: 
"Carl Froehlich" <carl.froehlich(at)verizon.net>
Subject: 
door pins
Date: 
Oct 11, 2009
      
      Rivethead also has non-magnet door pins.  
      
      
      Carl
      
      
      From: owner-rv10-list-server(at)matronics.com
      [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Chris Hukill
      Sent: Sunday, October 11, 2009 9:31 AM
      Subject: RV10-List: door pins
      
      
      I have a set of Rivethead aero door pins and guides. I am looking for a
      source for pins without the magnets, as I intend to use microswitches
      instead of the magnet switch. I can then adjust the switch to activate at
      the very start of any retraction, instead of the 1/4 inch or so movement the
      magnet switches require. Does anyone have a source for the pins?
      
      Chris Hukill
      
      
________________________________________________________________________________
From: 
"Steven DiNieri" <capsteve(at)iflyrv10.com>
Subject: 
Re: door pins 
Date: 
Oct 11, 2009
      
      Chris,
          I can trade out the pins (no cost), just send them to me and I'll 
      send you the non mag pins. Also I can sell them if you prefer to keep 
      the old ones. 
      I offer them as an option when I sell the door guides, but I have 
      offered in the past to change out pins from other manufacturers and I'm 
      happy to continue.
      just drop me a private note if you decide to send them to me so I can 
      watch for them.
      steve
      IFLYRV10.COM
      
      
      From: Chris Hukill 
      Sent: Sunday, October 11, 2009 9:30 AM
      Subject: RV10-List: door pins 
      
      
      I have a set of Rivethead aero door pins and guides. I am looking for a 
      source for pins without the magnets, as I intend to use microswitches 
      instead of the magnet switch. I can then adjust the switch to activate 
      at the very start of any retraction, instead of the 1/4 inch or so 
      movement the magnet switches require. Does anyone have a source for the 
      pins?
      Chris Hukill
      
      
________________________________________________________________________________
From: 
"Bob Leffler" <rv(at)thelefflers.com>
Subject: 
door pins
Date: 
Oct 11, 2009
      
      Probably, but if you want them this decade, probably better to go with
      Steve.
      
      
      From: owner-rv10-list-server(at)matronics.com
      [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Carl Froehlich
      Sent: Sunday, October 11, 2009 4:29 PM
      Subject: RE: RV10-List: door pins
      
      
      Rivethead also has non-magnet door pins.  
      
      
      Carl
      
      
      From: owner-rv10-list-server(at)matronics.com
      [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Chris Hukill
      Sent: Sunday, October 11, 2009 9:31 AM
      Subject: RV10-List: door pins
      
      
      I have a set of Rivethead aero door pins and guides. I am looking for a
      source for pins without the magnets, as I intend to use microswitches
      instead of the magnet switch. I can then adjust the switch to activate at
      the very start of any retraction, instead of the 1/4 inch or so movement the
      magnet switches require. Does anyone have a source for the pins?
      
      Chris Hukill
      
      
      http://www.matronics.com/Navigator?RV10-List
      
      http://forums.matronics.com
      
      http://www.matronics.com/contribution
      
      
________________________________________________________________________________
From: 
"Roger Standley" <taildragon(at)msn.com>
Subject: 
Door Pin -  Idea
Date: 
Oct 12, 2009
      
      
      Is anyone manufacturing parts for this approach? This is the best 
      solution that I have seen. Ideally, it would have two detents; one with 
      the door completely closed and one so the door is cracked open slightly 
      for taxi.
      
      http://www.vansairforce.com/community/showthread.php?t=26526&highlight=
      v<http://www.vansairforce.com/community/showthread.php?t=26526&highligh
      t=v>
      
________________________________________________________________________________
Subject: 
Re: Final Fitting of the canopy
From: 
"Ron B." <cfxoa(at)klis.com>
Date: 
Oct 12, 2009
      
      
      That's what you think. It never ends.
      Ron
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=267646#267646
      
      
________________________________________________________________________________
From: 
Rob Kermanj <flysrv10(at)gmail.com>
Date: 
Oct 12, 2009
Subject: 
RV10 Interior
      
      
      baggage Carpet and side panel
      
      
      baggage side panle
      
      
      baggage door
      
      
      rear side panel
      
      
      Front side and kick panel
      
      
      rear carpet
      
      
      front carpet
      
      
________________________________________________________________________________
From: 
"John Cumins" <jcumins(at)jcis.net>
Subject: 
RV10 Interior
Date: 
Oct 12, 2009
      
      Very nice
      
      
      John G. Cumins
      
      President
      
      
      JC'S Interactive Systems
      
      2499 B1 Martin Rd
      
      Fairfield Ca 94533
      
      707-425-7100
      
      707-425-7576 Fax
      
      
      Your Total Technology Solution Provider
      
      From: owner-rv10-list-server(at)matronics.com
      [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Rob Kermanj
      Sent: Monday, October 12, 2009 5:25 PM
      Subject: RV10-List: RV10 Interior
      
      
      baggage Carpet and side panel
      
      
      baggage side panle
      
      
      baggage door
      
      
      rear side panel
      
      
      Front side and kick panel
      
      
      rear carpet
      
      
      front carpet
      
      
________________________________________________________________________________
Date: 
Oct 12, 2009
Subject: 
Control cable bracket placement
From: 
Rob Kochman <rv10rob(at)gmail.com>
      
      Does anyone know whether the control cable bracket (F-10105, where the
      throttle/prop/mixture knobs are mounted) is centered on the F-1003B
      instrument panel flange, or is it off-center?  I had an aftermarket
      replacement for the F-1003B built and want to put the control cable bracket
      in the same place.  Unfortunately, I no longer have the original part.
      
      Thanks...
      
      -Rob
      
________________________________________________________________________________
Subject: 
Re: Control cable bracket placement
From: 
"johngoodman" <johngoodman(at)earthlink.net>
Date: 
Oct 13, 2009
      
      
      Mine is dead center.
      John
      
      --------
      #40572 QB Fuselage, wings finished. Finish Kit progressing. Engine & Panel
      delivery soon.
      N711JG reserved
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=267717#267717
      
      
________________________________________________________________________________
Date: 
Oct 13, 2009
From: 
Patrick Thyssen <jump2(at)sbcglobal.net>
Subject: 
GMU 44
      
      -I'm putting in a G500 and looking for pictures of installation of the GM
      U 44 (remote compass)
      as per the G900 instructions.
      -Anybody who has some I would really like to see.
      Patrick Thyssen
      N15PT
      
      
________________________________________________________________________________
Subject: 
Re: Final Fitting of the canopy
Date: 
Oct 13, 2009
From: 
"Perry, Phil" <Phil.Perry(at)netapp.com>
      
      
      Is this the Fiberglass tape that everyone is using to hide those rivet
      lines on the side of the canopy and cowling?
      
      http://www.aircraftspruce.com/catalog/cmpages/etapes.php
      
      Phil
      
      
      -----Original Message-----
      From: Les Kearney [mailto:kearney(at)shaw.ca] 
      Sent: Sunday, October 11, 2009 2:24 PM
      Subject: RE: RV10-List: Re: Final Fitting of the canopy
      
      
      Hi Jim
      
      I was wondering about glassing that rivet line. 
      
      If the truth be known, I have my doors fitted already. I just clecoed
      the
      top on while fitting the doors. This, as it turns out, was a good thing
      as
      it allowed the port door sill (fibreglass) to be relocated about 1/8"
      inboard so my door seals weren't compressed too much. This makes the
      door
      very easy to close. I expect as the seals get a memory it will be easy
      still. FYI, I am using the McMaster Carr seals and had them installed
      when
      fitting the doors.
      
      I all I have to do now is to adjust the door gap and then I can move on
      to
      something that doesn't involve sanding.
      
      Cheers
      
      Les
      
      -----Original Message-----
      From: owner-rv10-list-server(at)matronics.com
      [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Jim Berry
      Sent: October-11-09 11:06 AM
      Subject: RV10-List: Re: Final Fitting of the canopy
      
      
      Les,
      
      I think most people are putting a layer of fiberglass over the rivet
      line to
      hide the pull rivets, which effectively water proofs this area.
      Congratulations on getting the canopy anchored. Now you can get on to
      fitting the doors. Have fun with that.
      
      Jim Berry
      40482
      N15JB
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=267487#267487
      
      
________________________________________________________________________________
Subject: 
Re: Final Fitting of the canopy
From: 
"Jim Berry" <jimberry(at)qwest.net>
Date: 
Oct 13, 2009
      
      
      Phil,
      
      I used 2 oz. tape for this. Heavier(thicker) tape is going to make it harder to
      get a smooth transition from the canopy to fuselage. I also used 2 oz. to cover
      the hinge rivet lines on the cowling and control surface fairings.
      
      Jim Berry
      40482
      N15JB
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=267753#267753
      
      
________________________________________________________________________________
Subject: 
Window Close Outs
From: 
"jayb" <jaybrinkmeyer(at)yahoo.com>
Date: 
Oct 13, 2009
      
      
      Does anyone know if Window Close Outs are still available from anywhere? Funny
      that the accuracy website is still up and running although their phone is kaput.
      
      Regards,
      Jay
      
      
      http://www.accuracyavionics.com/v1/fiberglassoptions.html
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=267765#267765
      
      
________________________________________________________________________________
Subject: 
Re: Final Fitting of the canopy
From: 
"Jim Berry" <jimberry(at)qwest.net>
Date: 
Oct 13, 2009
      
      
      Bill,
      
      I got the 2 oz. tape from my local West Systems dealer, although it is not a West
      System product. I think most any fiberglass supplier will have it.
      
      Jim Berry
      40482
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=267780#267780
      
      
________________________________________________________________________________
Subject: 
Flight Testing Process
From: 
"Nick Leonard" <nick(at)nleonard.com>
Date: 
Oct 13, 2009
      
      
      Does any have a good flight testing process document that they could share.  Ideally,
      it would go through a stepped (flight-by-flight) process covering all of
      the items that should/could be checked, verified, calibrated and/or documented
      in a logical and thorough process.
      
      Thanks in advance,
      
      Nick
      
      --------
      Nick Leonard
      RV-10 (40015) Finish
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=267803#267803
      
      
________________________________________________________________________________
From: 
Rob Kermanj <flysrv10(at)gmail.com>
Date: 
Oct 13, 2009
Subject: 
rv10 interior
      
      I picked up my RV from Plane Plastics in Alva Oklahoma a couple of  
      weeks ago.  I had dropped it to them two months ago to create the  
      prototype vacuum molded side panels.
      
      The interior includes front kick panels, under-door panels, rear side  
      panels, baggage side panel and baggage door cover.  JD at Plane  
      Plastic did an excellent job of creating and fitting the panels in  
      spite of working in the  cramped cockpit environment and a completed  
      plane.  I really don't know how he did it!
      
      I am very pleased with the fit and finish of the panels as they  
      completely cover the exposed rivets and hardware.  A group of 6 judges  
      at the airport gave the job an overall B+ score.
      
      The judges and myself, including JD, agree that the front fresh air  
      vents should be incorporated into the design and the notch for the  
      front air vents should disappear.  The airport experts also wished  
      that the headset plugs had a home on the panel design.  JD told me  
      that improvements will be incorporated in future parts.
      
      Plane Plastic also did the carpeting for the plane and is another  
      source for purchasing ready to go carpets.
      
      Speak to JD or Chris if you need further information.
      
      
      IMG_0011.JPG
      
      
      IMG_0012.JPG
      
      
      IMG_0013.JPG
      
      
      IMG_0016.JPG
      
      
      IMG_0017.JPG
      
      
      IMG_0018.JPG
      
      
      IMG_0019.JPG
      
      
________________________________________________________________________________
From: 
"Les Kearney" <kearney(at)shaw.ca>
Subject: 
Flight Testing Process
Date: 
Oct 13, 2009
      
      
      Nick
      
      I received the ASA Flight Testing Homebuilt Aircraft book by Vaughan Askue
      as my Matronics "premium" when I donated a few $$ last year. It looks
      thorough enough but I haven't put it to the test yet!
      
      Cheers
      
      Les
      #40643 
      
      -----Original Message-----
      From: owner-rv10-list-server(at)matronics.com
      [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Nick Leonard
      Sent: October-13-09 3:29 PM
      Subject: RV10-List: Flight Testing Process
      
      
      Does any have a good flight testing process document that they could share.
      Ideally, it would go through a stepped (flight-by-flight) process covering
      all of the items that should/could be checked, verified, calibrated and/or
      documented in a logical and thorough process.
      
      Thanks in advance,
      
      Nick
      
      --------
      Nick Leonard
      RV-10 (40015) Finish
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=267803#267803
      
      
________________________________________________________________________________
Subject: 
Window Close Outs
Date: 
Oct 13, 2009
From: 
"Robin Marks" <robin1(at)mrmoisture.com>
      
      
      I have a set I paid for but didn't use that are available. I have no
      recollection what they cost but I am happy to discount that for someone
      that could use them. Please keep in mind that while they may be the
      correct shape and size and work properly for upholstery their quality
      will underwhelm you. 
      
      Robin
      
      -----Original Message-----
      From: owner-rv10-list-server(at)matronics.com
      [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of jayb
      Sent: Tuesday, October 13, 2009 10:29 AM
      Subject: RV10-List: Window Close Outs
      
      
      Does anyone know if Window Close Outs are still available from anywhere?
      Funny that the accuracy website is still up and running although their
      phone is kaput.
      
      Regards,
      Jay
      
      
      http://www.accuracyavionics.com/v1/fiberglassoptions.html 
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=267765#267765
      
      
________________________________________________________________________________
From: 
"Les Kearney" <kearney(at)shaw.ca>
Subject: 
Flight Testing Process
Date: 
Oct 13, 2009
      
      
      Nick
      
      Here is another book you might find useful. http://www.javifix.com/index.php
      It is written by a Czech jet pilot I met at Kosh many years ago. He was in
      the process of writing it at the time and I was impressed with what I saw.
      Jerry (the author) was staying at the same house as me and was a very
      engaging person - he had a very interesting story about how he defected to
      France before coming to Canada.
      
      Cheers
      
      Les
      #40643
      
      
      -----Original Message-----
      From: owner-rv10-list-server(at)matronics.com
      [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Nick Leonard
      Sent: October-13-09 3:29 PM
      Subject: RV10-List: Flight Testing Process
      
      
      Does any have a good flight testing process document that they could share.
      Ideally, it would go through a stepped (flight-by-flight) process covering
      all of the items that should/could be checked, verified, calibrated and/or
      documented in a logical and thorough process.
      
      Thanks in advance,
      
      Nick
      
      --------
      Nick Leonard
      RV-10 (40015) Finish
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=267803#267803
      
      
________________________________________________________________________________
From: 
"Marcus Cooper" <coop85(at)verizon.net>
Subject: 
Flight Testing Process
Date: 
Oct 14, 2009
      
      Nick,
        Here's a couple things I've sent out before, one from when I was a First
      Flight Advisor and another stolen from an RV-6 driver.  I recommend you
      check with your local EAA chapter to see if they have an advisor as there
      might be more current info.
      
      Have fun testing!
      
      Marcus
      40286
      
      -----Original Message-----
      From: owner-rv10-list-server(at)matronics.com
      [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Nick Leonard
      Sent: Tuesday, October 13, 2009 5:29 PM
      Subject: RV10-List: Flight Testing Process
      
      
      Does any have a good flight testing process document that they could share.
      Ideally, it would go through a stepped (flight-by-flight) process covering
      all of the items that should/could be checked, verified, calibrated and/or
      documented in a logical and thorough process.
      
      Thanks in advance,
      
      Nick
      
      --------
      Nick Leonard
      RV-10 (40015) Finish
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=267803#267803
      
      
________________________________________________________________________________
Subject: 
Re: AFS - Alternator Warning
From: 
"hsdexo" <hsdexo(at)yahoo.com>
Date: 
Oct 14, 2009
      
      
      Jim, on another note, what type alternator do you have installed?[/quote]
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=267929#267929
      
      
________________________________________________________________________________
Date: 
Oct 14, 2009
Subject: 
Re: OT - can a plane fly and land with 1 wing redux -  	WARNING
      - way Off Topic
From: 
Chris Colohan <rv10(at)colohan.com>
      
      On Wed, Oct 14, 2009 at 7:34 AM, Linn Walters 
       wrote:
      
      > You nailed it!  These large models can hang on the prop and do verticals
      >>  that real aerobatic pilots only dream of!
      >
      >
      > Actually -- even the smaller park flyers these days can be configured with
      way more thrust than mass.  I have a 38" wingspan Mini Ultra Stick with a
      Park 480 motor -- and I can launch it by holding it pointing straight up,
      advancing the throttle, and letting go.
      
      Search youtube for some videos of modern R/C planes (or, more amazingly,
      helicopters) to be amazed at what LiPo batteries can now do.  For example:
      
      http://www.youtube.com/watch?v=p8t41avFuCc
      
      Chris
      
________________________________________________________________________________
Subject: 
Re: Copperstate RV10 nest
From: 
"Jim Berry" <jimberry(at)qwest.net>
Date: 
Oct 14, 2009
      
      
      Myron,
      
      Count me in please. I will be pulling in to the camp ground mid- to late afternoon
      Thurs. and looking forward to meeting everyone. Thanks.
      
      Jim Berry
      40482
      N15JB
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=267981#267981
      
      
________________________________________________________________________________
Date: 
Oct 14, 2009
Subject: 
Re: AFS - Alternator Warning
From: 
"Jim" <jim(at)CombsFive.Com>
      
      
      I am using the 60 amp alternator that comes with the Vans Firewall Forward
      kit I think it is the plane power alternator? I will check
      when I get back out to the hanger.
      
      I now have the AMP voice
      alert enabled with the yellow limit at 3 amps and the red limit at 2
      amps. I also raised the volts yellow warning to 12.5 volts and the
      red to 12.0 volts.
      
      Now the amps warning happens as soon as the
      alternator goes off line and the voltage warning occurs some 20 minutes
      later (960 battery) with almost 45 minutes of battery until com transmit
      fails. Com transmit fails first (SL-30).
      
      The two pilots
      flying agreed to have the pilot (left seat) fly the airplane, co-pilot
      manage ATC / radios. They switched the transponder to "No
      Comm" which alerted ATC of the issue. They used transponder
      IDent to "Acknowledge" ATC instructions at which point they were
      given first priority on getting to the runway (17 minutes)
      later.
      Battery voltage was 7 volts on shutdown. Electronic ignition was
      operational and EFIS was on battery backup.
      
      Both pilots and
      myself learned a lot from this experience. 
      
      I will add a
      fuse status set of indicators to show a blown fuse. Never leave any
      of the electronics setting to change check them all. Both pilots
      experienced and handled an in-flight problem with calm team work and ATC
      was very helpful in working them to the airport in an orderly
      fashion. I also learned that the battery has LOTS of power to run
      the airplane for quite a long while before any system start failing or
      going to backup. But the systems need to alert the pilot ASAP. of a
      condition out of tolerance. Thats the beauty of the EFIS systems
      today. 
      
      This was all during daytime VFR conditions.
      
      
      Thanks, Jim C
      
________________________________________________________________________________
From: 
"David McNeill" <dlm46007(at)cox.net>
Subject: 
Re: Copperstate RV10 nest
Date: 
Oct 14, 2009
      
      
      I assume  its Thursday the 22nd. 
      
      -----Original Message-----
      From: owner-rv10-list-server(at)matronics.com
      [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Jim Berry
      Sent: Wednesday, October 14, 2009 4:49 PM
      Subject: RV10-List: Re: Copperstate RV10 nest
      
      
      Myron,
      
      Count me in please. I will be pulling in to the camp ground mid- to late
      afternoon Thurs. and looking forward to meeting everyone. Thanks.
      
      Jim Berry
      40482
      N15JB
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=267981#267981
      
      
________________________________________________________________________________
Date: 
Oct 14, 2009
Subject: 
Re: AFS - Alternator Warning
From: 
"Jim" <jim(at)CombsFive.Com>
      
      
      This was not an alternator failure. 
      
      The fuse in the alternator
      field opened. 
      To the naked eye, it appeared to be OK. 
      I
      had to use a multi-meter to verify it 
      was open. 
      
      The
      alternator works great.
      
      During normal flight, we are pulling
      about 6 amps from the alternator.
      
      This will increase with the
      addition of the 
      430W.
      
      On another note, TruTrak called and
      provided
      a RMA number for the autopilot. It is now back
      to
      them to have the display changed out and
      the buttons / firmware
      updated to the documented 
      AFS configuration in their latest users
      manual.
      
      Thanks, Jim C (N312F - 120+ hours)
      
      
________________________________________________________________________________
From: 
"David McNeill" <dlm46007(at)cox.net>
Subject: 
Re: AFS - Alternator Warning
Date: 
Oct 14, 2009
      
      I suggest revising your yellow warning to 13 Volts to indicate your
      alternator is off line; recommend red setting at 12.6V. standard voltage
      will be 12.6-12.8 for a fully charged battery without load. Setting voltage
      limits a little higher will allow earlier warning of charging problems.
      Seven volts is quite low and most avionics will not run reliably at that
      value; particularly IFR approach instrumentation.
      
        _____  
      
      From: owner-rv10-list-server(at)matronics.com
      [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Jim
      Sent: Wednesday, October 14, 2009 5:06 PM
      Subject: Re: RV10-List: Re: AFS - Alternator Warning
      
      
      I am using the 60 amp alternator that comes with the Vans Firewall Forward
      kit  I think it is the plane power alternator?  I will check when I get back
      out to the hanger.
      
      I now have the AMP voice alert enabled with the yellow limit at 3 amps and
      the red limit at 2 amps.  I also raised the volts yellow warning to 12.5
      volts and the red to 12.0 volts.
      
      Now the amps warning happens as soon as the alternator goes off line and the
      voltage warning occurs some 20 minutes later (960 battery) with almost 45
      minutes of battery until com transmit fails.  Com transmit fails first
      (SL-30).
      
      The two pilots flying agreed to have the pilot (left seat) fly the airplane,
      co-pilot manage ATC / radios.  They switched the transponder to "No Comm"
      which alerted ATC of the issue.  They used transponder IDent to
      "Acknowledge" ATC instructions at which point they were given first priority
      on getting to the runway (17 minutes)
      later. Battery voltage was 7 volts on shutdown.  Electronic ignition was
      operational and EFIS was on battery backup.
      
      Both pilots and myself learned a lot from this experience.  
      
      I will add a fuse status set of indicators to show a blown fuse.  Never
      leave any of the electronics setting to change check them all.  Both pilots
      experienced and handled an in-flight problem with calm team work and ATC was
      very helpful in working them to the airport in an orderly fashion.  I also
      learned that the battery has LOTS of power to run the airplane for quite a
      long while before any system start failing or going to backup.  But the
      systems need to alert the pilot ASAP. of a condition out of tolerance.
      Thats the beauty of the EFIS systems today.  
      
      This was all during daytime VFR conditions.  
      
      Thanks, Jim C 
      
      
________________________________________________________________________________
From: 
"Thane States" <thane2(at)comporium.net>
Subject: 
BPE IO-540, VS LS-2
Date: 
Oct 14, 2009
      
      Just thought I would post some comparisons of a flight from Oshkosh this 
      year.
      I am not trying to stir up the pot, but rather offer some very basic 
      info I got when I flew with another RV-10 this year.
      As you all know there is a huge debate about the merits of auto 
      conversions, vs. standard power plants.
      FACTS:
      My RV-10 :was loaded  with full fuel, 60 gallons.
                      3, pax. and camping gear.
                      I have the BPE IO-540; 288 h.p. CAI.  Hartzell blended 2 
      blade prop.
                      James plenum and holy cowl, and main wheel pants.
      
      Other RV-10 : loaded with 50 gallons of fuel, due to fuel leak.
                          2 pax. and camping gear, lots of tools.
                          LS-2; 350 h.p. 3 blade prop, not sure which one.
      
          We took off in loose formation climbing up to 11,500
          After my initial pwr. reduction to 25" 2500  rpm, I was told by the 
      other RV-10 that I was pulling away from him, so I pulled the pwr back 
      to around 23" and he said he was able to keep up. 
          Later in cruise, I was again asked to pull back due to pulling away 
      from him.
          I finally ran at 55% pwr LOP. 10 GPH.  And he was comfortable and 
      kept up fine.
          However,  After we compared stats, he advised me that he was burning 
      13-14 GPH. When I was still at 10 GPH.
          We continued on our flight constantly comparing #'s  We ran approx. 
      the same prop speed and pwr settings as stated.
          However after around 2:45 in cruise and 10 minutes from  fuel stop, 
      the other RV-10 stated that he had only 30 minutes of fuel left, when I 
      had 3 hrs. left.
          We did find  out that the other tank might have had a fuel leak in 
      it as well.  This is what he told me I could no validate that, just 
      interesting, I thought.
      So just my observation.  I could clearly pull away from a much more 
      powerful LS-2 powered RV-10 in climb and in cruise.  And all the while 
      burning far less gas.
      Again none of this was pre planned and at all scientific.  Just 2 
      RV-10'S having fun and heading in the same direction on a beautiful day.
      I don't know at what speed he would have been able to keep up and I 
      don't know how accurate his fuel burn #'s were,  I know mine are close 
      to spot on!!
      Just thought I would share this info with those who may be on the fence 
      about pwr. plant choice.
      I know I could not be more pleased with my engine choice!
      
      Thane States
      #40337
      
________________________________________________________________________________
Subject: 
fuel transducer
From: 
"rvdave" <davidbf(at)centurytel.net>
Date: 
Oct 14, 2009
      
      
      I'm at the point of installing the fuel lines, AFP fuel pump, filter, and wondering
      which fuel flow transducer should be used?  Wondering if I should just wait
      to see which monitoring system I use and whatever transducer comes with it
      or plan around a more accurate or known stable device?  What are your experiences?
      
      --------
      Dave Ford
      RV6 flying
      RV10 building
      Cadillac, MI
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=268000#268000
      
      
________________________________________________________________________________
Subject: 
Re: fuel transducer
From: 
"orchidman" <gary(at)wingscc.com>
Date: 
Oct 15, 2009
      
      
      If you are going with AFS, it comes with the kit.  I would put it up front and
      go with the stock fuel pump & filter in the stock location.
      Some of the early AFS supplied transducers had a leak but were recalled by the
      manufacturer and the current ones are tight and accurate.
      
      --------
      Gary Blankenbiller
      RV10 - # 40674
      (N2GB Flying)
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=268022#268022
      
      
________________________________________________________________________________
Subject: 
Re: fuel transducer
From: 
"Strasnuts" <sean(at)braunandco.com>
Date: 
Oct 15, 2009
      
      
      RVDAVE,
      I called Stein and asked them which transducer worked with AFS.  They said the
      red cube which is the FT-60 not the flo-scan.  So they shipped me one for 200
      bucks and then they'll take that off the screen price when you purchase those
      down the road.  I drilled out my stock location mounting rivets and filled with
      3-3's.  I saved the mount for mounting it in the firewall location since builders
      were having better luck and precision with that. Stock location works too,
      it gives you very little fluctuations from being so close to the fuel pump.
      I believe the transducer will work with a lot of different avionics.  I really
      haven't decided mine yet.
      
      --------
      Cust. #40936
      RV-10 SB Fuselage
      N801VR reserved
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=268039#268039
      
      
________________________________________________________________________________
Date: 
Oct 15, 2009
From: 
Bill Mauledriver Watson <MauleDriver(at)nc.rr.com>
Subject: 
Re: fuel transducer
      
      
      And if you are going with GRT, they have their own.
      
      I think you want to wait until you decide on 1) the brand of the 
      equipment that will be reading it, 2) your equipment acquisition 
      method.  The sensor is brand specific as far as I know and if you use a 
      Stein-type builder, they will get the sensor to you when needed.  If you 
      are a DIY panel guy, you work with whoever you get the equipment from. 
      
      I don't think there's any hurry.  The location(s)  is easily accessible 
      later.  Panel brand preferences will change.  Acting sooner than later 
      could cost a few bucks.  And read up on the location of sensor to reduce 
      fuel pump turbulence - I don't know if that's a real issue or not but it 
      has been discussed.
      
      Bill "got to go to work" Watson
      
      orchidman wrote:
      >
      > If you are going with AFS, it comes with the kit.  I would put it up front and
      go with the stock fuel pump & filter in the stock location.
      > Some of the early AFS supplied transducers had a leak but were recalled by the
      manufacturer and the current ones are tight and accurate.
      >
      > --------
      > Gary Blankenbiller
      > RV10 - # 40674
      > (N2GB Flying)
      >
      >
      > Read this topic online here:
      >
      > http://forums.matronics.com/viewtopic.php?p=268022#268022
      >
      >
      >   
      
      
________________________________________________________________________________
Date: 
Oct 15, 2009
From: 
Linn Walters <pitts_pilot(at)bellsouth.net>
Subject: 
firewall fwd
      
      
      I'm getting ready to order the FFWD kit, and ask the same question that 
      Nukeboy (I really want to see his alternative engine) did ..... but 
      don't see any replies to his query: 
      http://forums.matronics.com/viewtopic.php?p=262431#262431
      
      Any updates???
      
      I sent an email to Aircrafthoses.com for a current price.
      
      Linn
      
      
________________________________________________________________________________
Date: 
Oct 15, 2009
From: 
tgesele(at)optonline.net
Subject: 
Re: Flight Testing Process
      
      --- MIME Errors - No Plain-Text Section Found ---
      
        A message with no text/plain MIME section was received.
        The entire body of the message was removed.  Please
        resend the email using Plain Text formatting.
      
        HOTMAIL is notorious for only including an HTML section
        in their client's default configuration.  If you're using
        HOTMAIL, please see your email application's settings
        and switch to a default mail option that uses "Plain Text".
      
      --- MIME Errors No Plain-Text Section Found ---
      
      
________________________________________________________________________________
Subject: 
Re: firewall fwd
From: 
"nukeflyboy" <flymoore(at)charter.net>
Date: 
Oct 15, 2009
      
      
      Actually there were a few replies.  Check again because there were duplicate messages
      and you may have seen to one that everyone ignored.  
      
      My FWF kit (sans oil cooler and alternator) is being delivered today.  I will give
      an update once I've had a chance to inspect it.
      
      --------
      Dave Moore
      RV-6 flying
      RV-10 QB - cabin top/fiberglass hell
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=268051#268051
      
      
________________________________________________________________________________
From: 
"RV Builder (Michael Sausen)" <rvbuilder(at)sausen.net>
Date: 
Oct 15, 2009
Subject: 
BPE IO-540, VS LS-2
      
        Thanks Thane.  I'm a big proponent of auto conversions, although I also w
      ent with a Barrett  engine, but we need more data to understand the true va
      lue of the auto conversions.  Any reports like this really help.
      
      Michael
      
      From: owner-rv10-list-server(at)matronics.com [mailto:owner-rv10-list-server@m
      atronics.com] On Behalf Of Thane States
      Sent: Wednesday, October 14, 2009 9:00 PM
      Subject: RV10-List: BPE IO-540, VS LS-2
      
      Just thought I would post some comparisons of a flight from Oshkosh this ye
      ar.
      I am not trying to stir up the pot, but rather offer some very basic info I
       got when I flew with another RV-10 this year.
      As you all know there is a huge debate about the merits of auto conversions
      , vs. standard power plants.
      FACTS:
      My RV-10 :was loaded  with full fuel, 60 gallons.
                      3, pax. and camping gear.
                      I have the BPE IO-540; 288 h.p. CAI.  Hartzell blended 2 bl
      ade prop.
                      James plenum and holy cowl, and main wheel pants.
      
      Other RV-10 : loaded with 50 gallons of fuel, due to fuel leak.
                          2 pax. and camping gear, lots of tools.
                          LS-2; 350 h.p. 3 blade prop, not sure which one.
      
          We took off in loose formation climbing up to 11,500
          After my initial pwr. reduction to 25" 2500  rpm, I was told by the oth
      er RV-10 that I was pulling away from him, so I pulled the pwr back to arou
      nd 23" and he said he was able to keep up.
          Later in cruise, I was again asked to pull back due to pulling away fro
      m him.
          I finally ran at 55% pwr LOP. 10 GPH.  And he was comfortable and kept 
      up fine.
          However,  After we compared stats, he advised me that he was burning 13
      -14 GPH. When I was still at 10 GPH.
          We continued on our flight constantly comparing #'s  We ran approx. the
       same prop speed and pwr settings as stated.
          However after around 2:45 in cruise and 10 minutes from  fuel stop, the
       other RV-10 stated that he had only 30 minutes of fuel left, when I had 3 
      hrs. left.
          We did find  out that the other tank might have had a fuel leak in it a
      s well.  This is what he told me I could no validate that, just interesting
      , I thought.
      So just my observation.  I could clearly pull away from a much more powerfu
      l LS-2 powered RV-10 in climb and in cruise.  And all the while burning far
       less gas.
      Again none of this was pre planned and at all scientific.  Just 2 RV-10'S h
      aving fun and heading in the same direction on a beautiful day.
      I don't know at what speed he would have been able to keep up and I don't k
      now how accurate his fuel burn #'s were,  I know mine are close to spot on!
      !
      Just thought I would share this info with those who may be on the fence abo
      ut pwr. plant choice.
      I know I could not be more pleased with my engine choice!
      
      Thane States
      #40337
      
      
________________________________________________________________________________
Date: 
Oct 15, 2009
Subject: 
Re: fuel transducer
From: 
William Curtis <wcurtis(at)nerv10.com>
      
      If you are going with AFS system, it is probably best to purchase the 6 CLY
      Sensor kit.  AFS packages the sensor kit separately.  In this kit are all
      the engine probes, sensors (including fuel flow) and wiring harness.  That
      way you can install and pre-wire all those items without having to shell out
      for the EFIS or EM until you need it.  Spruce has the 6 cylinder Sensor kit
      for $1,300.  All my sensors and probes are installed, my EFIS and EM wiring
      is done, but I still haven't purchased the EFIS or EM units yet.
      
      http://www.aircraftspruce.com/catalog/avpages/af3400.php
      
      As been mentioned previously, AFS uses the Electronics International "Red
      Cube" flow transducer.  I believe GRT still uses the original FloScan brand
      transducer.
      William
      http://wcurtis.nerv10.com/
      On Thu, Oct 15, 2009 at 8:57 AM, Strasnuts  wrote:
      
      >
      > RVDAVE,
      > I called Stein and asked them which transducer worked with AFS.  They said
      > the red cube which is the FT-60 not the flo-scan.  So they shipped me one
      > for 200 bucks and then they'll take that off the screen price when you
      > purchase those down the road.  I drilled out my stock location mounting
      > rivets and filled with 3-3's.  I saved the mount for mounting it in the
      > firewall location since builders were having better luck and precision with
      > that. Stock location works too, it gives you very little fluctuations from
      > being so close to the fuel pump. I believe the transducer will work with a
      > lot of different avionics.  I really haven't decided mine yet.
      >
      > --------
      > Cust. #40936
      > RV-10 SB Fuselage
      > N801VR reserved
      >
      >
      > Read this topic online here:
      >
      > http://forums.matronics.com/viewtopic.php?p=268039#268039
      >
      >
      
________________________________________________________________________________
Date: 
Oct 15, 2009
Subject: 
Re: fuel transducer
From: 
William Curtis <wcurtis(at)nerv10.com>
      
      Though physically different, electrically both the Electronics International
      (EI) "Red Cube" (used by EI and AFS) and FloScan (used by JPI, GRT, et al)
      are the same.
      
      The FloScan part used to be the only game in town. Fuel flow sensors used to
      cost around $600.  EI developed their own electrically compatible "Red Cube"
      to offer with their line of engine instruments and the competition has
      brought the price of fuel flow sensors down to about $200.  Both units are
      fully TSO'd--not that it matter for experimentals.
      
      William
      http://wcurtis.nerv10.com/
      
      On Thu, Oct 15, 2009 at 9:00 AM, Bill Mauledriver Watson <
      MauleDriver(at)nc.rr.com> wrote:
      
      > MauleDriver(at)nc.rr.com>
      >
      > And if you are going with GRT, they have their own.
      >
      > I think you want to wait until you decide on 1) the brand of the equipment
      > that will be reading it, 2) your equipment acquisition method.  The sensor
      > is brand specific as far as I know and if you use a Stein-type builder, they
      > will get the sensor to you when needed.  If you are a DIY panel guy, you
      > work with whoever you get the equipment from.
      > I don't think there's any hurry.  The location(s)  is easily accessible
      > later.  Panel brand preferences will change.  Acting sooner than later could
      > cost a few bucks.  And read up on the location of sensor to reduce fuel pump
      > turbulence - I don't know if that's a real issue or not but it has been
      > discussed.
      >
      > Bill "got to go to work" Watson
      >
      > orchidman wrote:
      >
      >>
      >> If you are going with AFS, it comes with the kit.  I would put it up front
      >> and go with the stock fuel pump & filter in the stock location.
      >> Some of the early AFS supplied transducers had a leak but were recalled by
      >> the manufacturer and the current ones are tight and accurate.
      >>
      >> --------
      >> Gary Blankenbiller
      >> RV10 - # 40674
      >> (N2GB Flying)
      >>
      >>
      >>
      >>
      >> Read this topic online here:
      >>
      >> http://forums.matronics.com/viewtopic.php?p=268022#268022
      >>
      >>
      >>
      >>
      >>
      >>
      >>
      >>
      >>
      >>
      >>
      >>
      >>
      >>
      >
      >
      
________________________________________________________________________________
From: 
Danny Riggs <jdriggs49(at)msn.com>
Subject: 
BPE IO-540, VS LS-2
Date: 
Oct 15, 2009
      
      
      What brand of PSRU did your friend have? Type of prop? Prop choice can also
       make a huge difference. Pretty hard to beat a Barrett Precision engine. i 
      just wish I had the $52k they quoted me at Oshkosh! 
      
      
      From: rvbuilder(at)sausen.net
      Date: Thu=2C 15 Oct 2009 08:35:00 -0500
      Subject: RE: RV10-List: BPE IO-540=2C VS LS-2
      
      
        Thanks Thane.  I=92m a big proponent of auto conversions=2C although I al
      so went with a Barrett  engine=2C but we need more data to understand the t
      rue value of the auto conversions.  Any reports like this really help.
      
      Michael
      
      
      From: owner-rv10-list-server(at)matronics.com [mailto:owner-rv10-list-server@m
      atronics.com] On Behalf Of Thane States
      Sent: Wednesday=2C October 14=2C 2009 9:00 PM
      Subject: RV10-List: BPE IO-540=2C VS LS-2
      
      
      Just thought I would post some comparisons of a flight from Oshkosh this ye
      ar.
      
      I am not trying to stir up the pot=2C but rather offer some very basic info
       I got when I flew with another RV-10 this year.
      
      As you all know there is a huge debate about the merits of auto conversions
      =2C vs. standard power plants.
      
      FACTS:
      
      My RV-10 :was loaded  with full fuel=2C 60 gallons.
      
                      3=2C pax. and camping gear.
      
                      I have the BPE IO-540=3B 288 h.p. CAI.  Hartzell blended 2 
      blade prop.
      
                      James plenum and holy cowl=2C and main wheel pants.
      
      
      Other RV-10 : loaded with 50 gallons of fuel=2C due to fuel leak.
      
                          2 pax. and camping gear=2C lots of tools.
      
                          LS-2=3B 350 h.p. 3 blade prop=2C not sure which one.
      
      
          We took off in loose formation climbing up to 11=2C500
      
          After my initial pwr. reduction to 25" 2500  rpm=2C I was told by the o
      ther RV-10 that I was pulling away from him=2C so I pulled the pwr back to 
      around 23" and he said he was able to keep up. 
      
          Later in cruise=2C I was again asked to pull back due to pulling away f
      rom him.
      
          I finally ran at 55% pwr LOP. 10 GPH.  And he was comfortable and kept 
      up fine.
      
          However=2C  After we compared stats=2C he advised me that he was burnin
      g 13-14 GPH. When I was still at 10 GPH.
      
          We continued on our flight constantly comparing #'s  We ran approx. the
       same prop speed and pwr settings as stated.
      
          However after around 2:45 in cruise and 10 minutes from  fuel stop=2C t
      he other RV-10 stated that he had only 30 minutes of fuel left=2C when I ha
      d 3 hrs. left.
      
          We did find  out that the other tank might have had a fuel leak in it a
      s well.  This is what he told me I could no validate that=2C just interesti
      ng=2C I thought.
      
      So just my observation.  I could clearly pull away from a much more powerfu
      l LS-2 powered RV-10 in climb and in cruise.  And all the while burning far
       less gas.
      
      Again none of this was pre planned and at all scientific.  Just 2 RV-10'S h
      aving fun and heading in the same direction on a beautiful day.
      
      I don't know at what speed he would have been able to keep up and I don't k
      now how accurate his fuel burn #'s were=2C  I know mine are close to spot o
      n!!
      
      Just thought I would share this info with those who may be on the fence abo
      ut pwr. plant choice.
      
      I know I could not be more pleased with my engine choice!
      
      
      Thane States
      
      #40337  http://www.matronics.com/Navigator?RV10-Listhttp://forums.matronics
      .comhttp://www.matronics.com/contribution 
      
      
       		 	   		  
      _________________________________________________________________
      Hotmail: Free=2C trusted and rich email service.
      
________________________________________________________________________________
Subject: 
Re: fuel transducer
Date: 
Oct 15, 2009
From: 
"Perry, Phil" <Phil.Perry(at)netapp.com>
      
      What does the G900X use?
      
      
      Phil
      
      
      From: William Curtis [mailto:wcurtis(at)nerv10.com] 
      Sent: Thursday, October 15, 2009 9:58 AM
      Subject: Re: RV10-List: Re: fuel transducer
      
      
      Though physically different, electrically both the Electronics
      International (EI) "Red Cube" (used by EI and AFS) and FloScan (used by
      JPI, GRT, et al) are the same.  
      
      
      The FloScan part used to be the only game in town. Fuel flow sensors
      used to cost around $600.  EI developed their own electrically
      compatible "Red Cube" to offer with their line of engine instruments and
      the competition has brought the price of fuel flow sensors down to about
      $200.  Both units are fully TSO'd--not that it matter for experimentals.
      
      
      William
      
      http://wcurtis.nerv10.com/
      
      On Thu, Oct 15, 2009 at 9:00 AM, Bill Mauledriver Watson
       wrote:
      
      
      
      And if you are going with GRT, they have their own.
      
      I think you want to wait until you decide on 1) the brand of the
      equipment that will be reading it, 2) your equipment acquisition method.
      The sensor is brand specific as far as I know and if you use a
      Stein-type builder, they will get the sensor to you when needed.  If you
      are a DIY panel guy, you work with whoever you get the equipment from. 
      I don't think there's any hurry.  The location(s)  is easily accessible
      later.  Panel brand preferences will change.  Acting sooner than later
      could cost a few bucks.  And read up on the location of sensor to reduce
      fuel pump turbulence - I don't know if that's a real issue or not but it
      has been discussed.
      
      Bill "got to go to work" Watson
      
      orchidman wrote:
      
      
      If you are going with AFS, it comes with the kit.  I would put it up
      front and go with the stock fuel pump & filter in the stock location.
      Some of the early AFS supplied transducers had a leak but were recalled
      by the manufacturer and the current ones are tight and accurate.
      
      --------
      Gary Blankenbiller
      RV10 - # 40674
      (N2GB Flying) 
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=268022#268022
      
      
      List Un/Subscription,
      www.matronics.com/Navigator?RV10-List"
      target="_blank">http://www.matronics.com/Navigator?RV10-List
      ronics.com/" target="_blank">http://forums.matronics.com
      Matt Dralle, List Admin.
      ====
      
      
________________________________________________________________________________
Subject: 
Re: firewall fwd
From: 
"orchidman" <gary(at)wingscc.com>
Date: 
Oct 15, 2009
      
      
      pitts_pilot(at)bellsouth. wrote:
      > I'm getting ready to order the FFWD kit, and ask the same question that 
      > Nukeboy (I really want to see his alternative engine) did ..... but 
      > don't see any replies to his query: 
      > Any updates???
      > 
      I went with out the oil cooler and went with the throttle quad.  Because of that,
      I increased the length of my 3 control cables from what Vans stock quad lengths
      are.  What they want to provide are a bit short.
      I would do the exact same thing again.
      
      --------
      Gary Blankenbiller
      RV10 - # 40674
      (N2GB Flying)
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=268076#268076
      
      
________________________________________________________________________________
From: 
"gary" <speckter(at)comcast.net>
Subject: 
Re: fuel transducer
Date: 
Oct 15, 2009
      
      FloScan
      
      
      Gary Specketer
      
      
        _____  
      
      From: owner-rv10-list-server(at)matronics.com
      [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Perry, Phil
      Sent: Thursday, October 15, 2009 11:15 AM
      Subject: RE: RV10-List: Re: fuel transducer
      
      
      What does the G900X use?
      
      
      Phil
      
      
      From: William Curtis [mailto:wcurtis(at)nerv10.com] 
      Sent: Thursday, October 15, 2009 9:58 AM
      Subject: Re: RV10-List: Re: fuel transducer
      
      
      Though physically different, electrically both the Electronics International
      (EI) "Red Cube" (used by EI and AFS) and FloScan (used by JPI, GRT, et al)
      are the same.  
      
      
      The FloScan part used to be the only game in town. Fuel flow sensors used to
      cost around $600.  EI developed their own electrically compatible "Red Cube"
      to offer with their line of engine instruments and the competition has
      brought the price of fuel flow sensors down to about $200.  Both units are
      fully TSO'd--not that it matter for experimentals.
      
      
      William
      
      http://wcurtis.nerv10.com/
      
      On Thu, Oct 15, 2009 at 9:00 AM, Bill Mauledriver Watson
       wrote:
      
      
      
      And if you are going with GRT, they have their own.
      
      I think you want to wait until you decide on 1) the brand of the equipment
      that will be reading it, 2) your equipment acquisition method.  The sensor
      is brand specific as far as I know and if you use a Stein-type builder, they
      will get the sensor to you when needed.  If you are a DIY panel guy, you
      work with whoever you get the equipment from. 
      I don't think there's any hurry.  The location(s)  is easily accessible
      later.  Panel brand preferences will change.  Acting sooner than later could
      cost a few bucks.  And read up on the location of sensor to reduce fuel pump
      turbulence - I don't know if that's a real issue or not but it has been
      discussed.
      
      Bill "got to go to work" Watson
      
      orchidman wrote:
      
      
      If you are going with AFS, it comes with the kit.  I would put it up front
      and go with the stock fuel pump & filter in the stock location.
      Some of the early AFS supplied transducers had a leak but were recalled by
      the manufacturer and the current ones are tight and accurate.
      
      --------
      Gary Blankenbiller
      RV10 - # 40674
      (N2GB Flying) 
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=268022#268022
      
      
      List Un/Subscription,
      www.matronics.com/Navigator?RV10-List"
      target="_blank">http://www.matronics.com/Navigator?RV10-List
      ronics.com/" target="_blank">http://forums.matronics.com
      Matt Dralle, List Admin.
      ====
      
      
      http://www.matronics.com/Navigator?RV10-List
      
      http://forums.matronics.com
      
      http://www.matronics.com/contribution
      
      
________________________________________________________________________________
Date: 
Oct 15, 2009
From: 
Bill Mauledriver Watson <MauleDriver(at)nc.rr.com>
Subject: 
Re: firewall fwd
      
      
      I'd second that point.  The standard cable lengths sent for the quadrant 
      will work but it's very tight.  Even an inch or 2 would make a 
      significant difference.
      
      > I went with out the oil cooler and went with the throttle quad.  Because of that,
      I increased the length of my 3 control cables from what Vans stock quad lengths
      are.  What they want to provide are a bit short.
      > I would do the exact same thing again.
      >
      > --------
      > Gary Blankenbiller
      > RV10 - # 40674
      > (N2GB Flying)
      >
      >
      > Read this topic online here:
      >
      > http://forums.matronics.com/viewtopic.php?p=268076#268076
      >
      >
      >   
      
      
________________________________________________________________________________
From: 
"Thane States" <thane2(at)comporium.net>
Subject: 
Re: BPE IO-540, VS LS-2
Date: 
Oct 15, 2009
      
      This individual was a guy who camped next to us.  I never asked what kit 
      he used, PSRU, or prop.  Again I never thjought we would be running 
      together that day.
      The real reason ha tagged along was due to the fact that I had XM, WX.  
      He had Blue Mountain and did not have that capability.
      Interesting that the BPE seems to have gone up in price, I paid around 
      $44 K. for mine 2 yrs ago.
      Still when I get in and put my Family in the airplane, it was worth 
      every penny.
      I also have fine tunned my restrictors, and can run LOP within around 15 
      degrees.  Runs realy smooth.  I love it.
      At LOP 55% I get around 155 kts TAS.
      Thane    
        ----- Original Message ----- 
        From: Danny Riggs 
        To: rv10-list(at)matronics.com 
        Sent: Thursday, October 15, 2009 11:04 AM
        Subject: RE: RV10-List: BPE IO-540, VS LS-2
      
      
        What brand of PSRU did your friend have? Type of prop? Prop choice can 
      also make a huge difference. Pretty hard to beat a Barrett Precision 
      engine. i just wish I had the $52k they quoted me at Oshkosh! 
         
      
      -------------------------------------------------------------------------
      -----
        From: rvbuilder(at)sausen.net
        To: rv10-list(at)matronics.com
        Date: Thu, 15 Oct 2009 08:35:00 -0500
        Subject: RE: RV10-List: BPE IO-540, VS LS-2
      
      
          Thanks Thane.  I=92m a big proponent of auto conversions, although I 
      also went with a Barrett  engine, but we need more data to understand 
      the true value of the auto conversions.  Any reports like this really 
      help.
      
      
        Michael
      
      
        From: owner-rv10-list-server(at)matronics.com 
      [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Thane States
        Sent: Wednesday, October 14, 2009 9:00 PM
        To: rv10-list(at)matronics.com
        Subject: RV10-List: BPE IO-540, VS LS-2
      
      
        Just thought I would post some comparisons of a flight from Oshkosh 
      this year.
      
        I am not trying to stir up the pot, but rather offer some very basic 
      info I got when I flew with another RV-10 this year.
      
        As you all know there is a huge debate about the merits of auto 
      conversions, vs. standard power plants.
      
        FACTS:
      
        My RV-10 :was loaded  with full fuel, 60 gallons.
      
                        3, pax. and camping gear.
      
                        I have the BPE IO-540; 288 h.p. CAI.  Hartzell blended 
      2 blade prop.
      
                        James plenum and holy cowl, and main wheel pants.
      
      
        Other RV-10 : loaded with 50 gallons of fuel, due to fuel leak.
      
                            2 pax. and camping gear, lots of tools.
      
                            LS-2; 350 h.p. 3 blade prop, not sure which one.
      
      
            We took off in loose formation climbing up to 11,500
      
            After my initial pwr. reduction to 25" 2500  rpm, I was told by 
      the other RV-10 that I was pulling away from him, so I pulled the pwr 
      back to around 23" and he said he was able to keep up. 
      
            Later in cruise, I was again asked to pull back due to pulling 
      away from him.
      
            I finally ran at 55% pwr LOP. 10 GPH.  And he was comfortable and 
      kept up fine.
      
            However,  After we compared stats, he advised me that he was 
      burning 13-14 GPH. When I was still at 10 GPH.
      
            We continued on our flight constantly comparing #'s  We ran 
      approx. the same prop speed and pwr settings as stated.
      
            However after around 2:45 in cruise and 10 minutes from  fuel 
      stop, the other RV-10 stated that he had only 30 minutes of fuel left, 
      when I had 3 hrs. left.
      
            We did find  out that the other tank might have had a fuel leak in 
      it as well.  This is what he told me I could no validate that, just 
      interesting, I thought.
      
        So just my observation.  I could clearly pull away from a much more 
      powerful LS-2 powered RV-10 in climb and in cruise.  And all the while 
      burning far less gas.
      
        Again none of this was pre planned and at all scientific.  Just 2 
      RV-10'S having fun and heading in the same direction on a beautiful day.
      
        I don't know at what speed he would have been able to keep up and I 
      don't know how accurate his fuel burn #'s were,  I know mine are close 
      to spot on!!
      
        Just thought I would share this info with those who may be on the 
      fence about pwr. plant choice.
      
        I know I could not be more pleased with my engine choice!
      
      
        Thane States
      
        #40337
      
      
      http://www.matronics.com/Navigator?RV10-Listhttp://forums.matronics.comht
      tp://www.matronics.com/contribution 
      
      ttp://www.matronics.com/Navigator?RV10-List
      ronics.com
      ww.matronics.com/contribution
      
      
      -------------------------------------------------------------------------
      -----
        Hotmail: Free, trusted anct/01/' target='_new'>Get it now. 
      
      
________________________________________________________________________________
Subject: 
Re: fuel transducer
Date: 
Oct 15, 2009
From: 
"Robin Marks" <robin1(at)mrmoisture.com>
      
      The G900X uses the UMA Fuel Pressure Transducer
      
      I have had one go bad so far (under warranty).
      
      Seems to me you need to know what avionics suite you are going to fly
      behind before purchasing the sensors.
      
      
      Robin
      
      
      From: owner-rv10-list-server(at)matronics.com
      [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Perry, Phil
      Sent: Thursday, October 15, 2009 8:15 AM
      Subject: RE: RV10-List: Re: fuel transducer
      
      
      What does the G900X use?
      
      
      Phil
      
      
      From: William Curtis [mailto:wcurtis(at)nerv10.com] 
      Sent: Thursday, October 15, 2009 9:58 AM
      Subject: Re: RV10-List: Re: fuel transducer
      
      
      Though physically different, electrically both the Electronics
      International (EI) "Red Cube" (used by EI and AFS) and FloScan (used by
      JPI, GRT, et al) are the same.  
      
      
      The FloScan part used to be the only game in town. Fuel flow sensors
      used to cost around $600.  EI developed their own electrically
      compatible "Red Cube" to offer with their line of engine instruments and
      the competition has brought the price of fuel flow sensors down to about
      $200.  Both units are fully TSO'd--not that it matter for experimentals.
      
      
      William
      
      http://wcurtis.nerv10.com/
      
      On Thu, Oct 15, 2009 at 9:00 AM, Bill Mauledriver Watson
       wrote:
      
      
      
      And if you are going with GRT, they have their own.
      
      I think you want to wait until you decide on 1) the brand of the
      equipment that will be reading it, 2) your equipment acquisition method.
      The sensor is brand specific as far as I know and if you use a
      Stein-type builder, they will get the sensor to you when needed.  If you
      are a DIY panel guy, you work with whoever you get the equipment from. 
      I don't think there's any hurry.  The location(s)  is easily accessible
      later.  Panel brand preferences will change.  Acting sooner than later
      could cost a few bucks.  And read up on the location of sensor to reduce
      fuel pump turbulence - I don't know if that's a real issue or not but it
      has been discussed.
      
      Bill "got to go to work" Watson
      
      orchidman wrote:
      
      
      If you are going with AFS, it comes with the kit.  I would put it up
      front and go with the stock fuel pump & filter in the stock location.
      Some of the early AFS supplied transducers had a leak but were recalled
      by the manufacturer and the current ones are tight and accurate.
      
      --------
      Gary Blankenbiller
      RV10 - # 40674
      (N2GB Flying) 
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=268022#268022
      
      
      List Un/Subscription,
      www.matronics.com/Navigator?RV10-List"
      target="_blank">http://www.matronics.com/Navigator?RV10-List
      ronics.com/" target="_blank">http://forums.matronics.com
      Matt Dralle, List Admin.
      ====
      
      
      http://www.matronics.com/Navigator?RV10-List
      
      http://forums.matronics.com
      
      http://www.matronics.com/contribution
      
      
      Checked by AVG - www.avg.com
      10/14/09 18:32:00
      
      
________________________________________________________________________________
Subject: 
Re: fuel transducer
Date: 
Oct 15, 2009
From: 
"Robin Marks" <robin1(at)mrmoisture.com>
      
      Phil,
      
                  Allow me to clarify the G900x sensor selection (attached).
      
      
      Robin
      
      
      From: owner-rv10-list-server(at)matronics.com
      [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Perry, Phil
      Sent: Thursday, October 15, 2009 8:15 AM
      Subject: RE: RV10-List: Re: fuel transducer
      
      
      What does the G900X use?
      
      
      Phil
      
      
      From: William Curtis [mailto:wcurtis(at)nerv10.com] 
      Sent: Thursday, October 15, 2009 9:58 AM
      Subject: Re: RV10-List: Re: fuel transducer
      
      
      Though physically different, electrically both the Electronics
      International (EI) "Red Cube" (used by EI and AFS) and FloScan (used by
      JPI, GRT, et al) are the same.  
      
      
      The FloScan part used to be the only game in town. Fuel flow sensors
      used to cost around $600.  EI developed their own electrically
      compatible "Red Cube" to offer with their line of engine instruments and
      the competition has brought the price of fuel flow sensors down to about
      $200.  Both units are fully TSO'd--not that it matter for experimentals.
      
      
      William
      
      http://wcurtis.nerv10.com/
      
      On Thu, Oct 15, 2009 at 9:00 AM, Bill Mauledriver Watson <
      MauleDriver(at)nc.rr.com> wrote:
      
      MauleDriver(at)nc.rr.com>
      
      And if you are going with GRT, they have their own.
      
      I think you want to wait until you decide on 1) the brand of the
      equipment that will be reading it, 2) your equipment acquisition method.
      The sensor is brand specific as far as I know and if you use a
      Stein-type builder, they will get the sensor to you when needed.  If you
      are a DIY panel guy, you work with whoever you get the equipment from. 
      I don't think there's any hurry.  The location(s)  is easily accessible
      later.  Panel brand preferences will change.  Acting sooner than later
      could cost a few bucks.  And read up on the location of sensor to reduce
      fuel pump turbulence - I don't know if that's a real issue or not but it
      has been discussed.
      
      Bill "got to go to work" Watson
      
      orchidman wrote:
      
      
      If you are going with AFS, it comes with the kit.  I would put it up
      front and go with the stock fuel pump & filter in the stock location.
      Some of the early AFS supplied transducers had a leak but were recalled
      by the manufacturer and the current ones are tight and accurate.
      
      --------
      Gary Blankenbiller
      RV10 - # 40674
      (N2GB Flying) 
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=268022#268022
      
      
      List Un/Subscription,
      www.matronics.com/Navigator?RV10-List"
      target="_blank">http://www.matronics.com/Navigator?RV10-List
      ronics.com/" target="_blank">http://forums.matronics.com
      Matt Dralle, List Admin.
      ====
      
      
      http://www.matronics.com/Navigator?RV10-List
      
      http://forums.matronics.com
      
      http://www.matronics.com/contribution
      
      
      Checked by AVG - www.avg.com
      10/14/09 18:32:00
      
      
________________________________________________________________________________
Subject: 
BPE IO-540, VS LS-2
Date: 
Oct 15, 2009
From: 
"Robin Marks" <robin1(at)mrmoisture.com>
      
      Yikes, an alternative engine, Blue Mountain Avionics? Were his seats
      cushions made out of broken glass? That is asking for challenges.
      
      I recall my BPA was also around $44 or so and I had the FF Cold
      Induction and a few other goodies. You may want to double check with
      them.
      
      
      Robin
      
      
      From: owner-rv10-list-server(at)matronics.com
      [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Thane States
      Sent: Thursday, October 15, 2009 9:07 AM
      Subject: Re: RV10-List: BPE IO-540, VS LS-2
      
      
      This individual was a guy who camped next to us.  I never asked what kit
      he used, PSRU, or prop.  Again I never thjought we would be running
      together that day.
      
      The real reason ha tagged along was due to the fact that I had XM, WX.
      He had Blue Mountain and did not have that capability.
      
      Interesting that the BPE seems to have gone up in price, I paid around
      $44 K. for mine 2 yrs ago.
      
      Still when I get in and put my Family in the airplane, it was worth
      every penny.
      
      I also have fine tunned my restrictors, and can run LOP within around 15
      degrees.  Runs realy smooth.  I love it.
      
      At LOP 55% I get around 155 kts TAS.
      
      Thane    
      
      	----- Original Message ----- 
      
      	From: Danny Riggs <mailto:jdriggs49(at)msn.com>  
      
      	To: rv10-list(at)matronics.com 
      
      	Sent: Thursday, October 15, 2009 11:04 AM
      
      	Subject: RE: RV10-List: BPE IO-540, VS LS-2
      
      	 
      
      	What brand of PSRU did your friend have? Type of prop? Prop
      choice can also make a huge difference. Pretty hard to beat a Barrett
      Precision engine. i just wish I had the $52k they quoted me at Oshkosh! 
      	 
      
      
      ________________________________
      
      
      	From: rvbuilder(at)sausen.net
      	To: rv10-list(at)matronics.com
      	Date: Thu, 15 Oct 2009 08:35:00 -0500
      	Subject: RE: RV10-List: BPE IO-540, VS LS-2
      
      	  Thanks Thane.  I'm a big proponent of auto conversions,
      although I also went with a Barrett  engine, but we need more data to
      understand the true value of the auto conversions.  Any reports like
      this really help.
      
      	 
      
      	Michael
      
      	 
      
      	From: owner-rv10-list-server(at)matronics.com
      [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Thane States
      	Sent: Wednesday, October 14, 2009 9:00 PM
      	To: rv10-list(at)matronics.com
      	Subject: RV10-List: BPE IO-540, VS LS-2
      
      	 
      
      	Just thought I would post some comparisons of a flight from
      Oshkosh this year.
      
      	I am not trying to stir up the pot, but rather offer some very
      basic info I got when I flew with another RV-10 this year.
      
      	As you all know there is a huge debate about the merits of auto
      conversions, vs. standard power plants.
      
      	FACTS:
      
      	My RV-10 :was loaded  with full fuel, 60 gallons.
      
      	                3, pax. and camping gear.
      
      	                I have the BPE IO-540; 288 h.p. CAI.  Hartzell
      blended 2 blade prop.
      
      	                James plenum and holy cowl, and main wheel
      pants.
      
      	 
      
      	Other RV-10 : loaded with 50 gallons of fuel, due to fuel leak.
      
      	                    2 pax. and camping gear, lots of tools.
      
      	                    LS-2; 350 h.p. 3 blade prop, not sure which
      one.
      
      	 
      
      	    We took off in loose formation climbing up to 11,500
      
      	    After my initial pwr. reduction to 25" 2500  rpm, I was told
      by the other RV-10 that I was pulling away from him, so I pulled the pwr
      back to around 23" and he said he was able to keep up. 
      
      	    Later in cruise, I was again asked to pull back due to
      pulling away from him.
      
      	    I finally ran at 55% pwr LOP. 10 GPH.  And he was
      comfortable and kept up fine.
      
      	    However,  After we compared stats, he advised me that he was
      burning 13-14 GPH. When I was still at 10 GPH.
      
      	    We continued on our flight constantly comparing #'s  We ran
      approx. the same prop speed and pwr settings as stated.
      
      	    However after around 2:45 in cruise and 10 minutes from
      fuel stop, the other RV-10 stated that he had only 30 minutes of fuel
      left, when I had 3 hrs. left.
      
      	    We did find  out that the other tank might have had a fuel
      leak in it as well.  This is what he told me I could no validate that,
      just interesting, I thought.
      
      	So just my observation.  I could clearly pull away from a much
      more powerful LS-2 powered RV-10 in climb and in cruise.  And all the
      while burning far less gas.
      
      	Again none of this was pre planned and at all scientific.  Just
      2 RV-10'S having fun and heading in the same direction on a beautiful
      day.
      
      	I don't know at what speed he would have been able to keep up
      and I don't know how accurate his fuel burn #'s were,  I know mine are
      close to spot on!!
      
      	Just thought I would share this info with those who may be on
      the fence about pwr. plant choice.
      
      	I know I could not be more pleased with my engine choice!
      
      	 
      
      	Thane States
      
      	#40337
      
      	 
      	 
      	http://www.matronics.com/Navigator?RV10-List
      	http://forums.matronics.com
      	http://www.matronics.com/contribution
      	 
      	 
      	 
      	ttp://www.matronics.com/Navigator?RV10-List
      	ronics.com
      	ww.matronics.com/contribution
      	 
      
      	 
      
      
      ________________________________
      
      
      	Hotmail: Free, trusted anct/01/' target='_new'>Get it now. 
      
      	 
      	 
      
      href="http://www.matronics.com/Navigator?RV10-List">http://www.matronic
      s
      .com/Navigator?RV10-List
      	href="http://forums.matronics.com">http://forums.matronics.com
      
      href="http://www.matronics.com/contribution">http://www.matronics.com/c
      
      
      Checked by AVG - www.avg.com
      10/14/09 18:32:00
      
      
________________________________________________________________________________
Subject: 
Re: fuel transducer
From: 
"tsts4" <tsts4(at)verizon.net>
Date: 
Oct 15, 2009
      
      
      Has anyone with using the EI "red cube" (or any fuel flow transducer for that matter)
      installed it the way EI suggests in the instructions, which is simply suspended
      between 2 sections of fuel hose and not hard mounted to any structure?
      
      --------
      Todd Stovall
      728TT (reserved)
      RV-10 Empacone, Wings
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=268087#268087
      
      
________________________________________________________________________________
Date: 
Oct 15, 2009
From: 
Rick Sked <ricksked(at)embarqmail.com>
Subject: 
Re: BPE IO-540, VS LS-2
      
      
      I am gettin g pretty close to Thanes number's with mine as well with about 
      a 8 to 9 GPH fuel consumption. I have not tuned my injectors yet but I have
       a pretty good idea which ones need to be swapped and they are pretty darn 
      close, I may not need to buy any to make it happen, just need more flight d
      ata to work with to =C2-make the final plan to get them in the right spot
      s.=C2- BTW my Barretts IO-540 was rated at 263 HP Verticle induction with
       go fast chrome valve covers...43K about two years ago....never regretted t
      he choice. Run s great. 
      
      
      Rick S. 
      
      N246RS 
      ----- Original Message ----- 
      From: "Thane States" <thane2(at)comporium.net> 
      Sent: Thursday, October 15, 2009 9:06:45 AM GMT -08:00 US/Canada Pacific 
      Subject: Re: RV10-List: BPE IO-540, VS LS-2 
      
      
      This individual was a guy who camped next to us.=C2- I never asked what k
      it he used, PSRU, or prop.=C2- Again I never thjought we would be running
       together that day. 
      The real reason=C2-ha tagged along was due to the fact that I had XM, WX.
      =C2- He had Blue Mountain and did not have that capability. 
      Interesting that the BPE seems to have gone up in price, I paid around $44 
      K. for mine 2 yrs ago. 
      Still when I get in and put my Family in the airplane, it was worth every p
      enny. 
      I also have fine tunned my restrictors, and can run LOP within around 15 de
      grees.=C2- Runs realy smooth.=C2- I love it. 
      At LOP 55% I get around 155 kts TAS. 
      Thane=C2-=C2- =C2-=C2- 
      
      
      ----- Original Message ----- 
      From: Danny Riggs 
      Sent: Thursday, October 15, 2009 11:04 AM 
      Subject: RE: RV10-List: BPE IO-540, VS LS-2 
      
      What=C2-brand of PSRU did your friend have? Type of prop? Prop choice can
       also make a huge difference. Pretty hard to beat a Barrett Precision engin
      e. i just wish I had the $52k they quoted me at Oshkosh! 
      =C2- 
      
      From: rvbuilder(at)sausen.net 
      Date: Thu, 15 Oct 2009 08:35:00 -0500 
      Subject: RE: RV10-List: BPE IO-540, VS LS-2 
      
      
      =C2- Thanks Thane.=C2- I=99m a big proponent of auto conversions,
       although I also went with a Barrett =C2-engine, but we need more data to
       understand the true value of the auto conversions.=C2- Any reports like 
      this really help. 
      
      
      Michael 
      
      
      From: owner-rv10-list-server(at)matronics.com [mailto:owner-rv10-list-server@m
      atronics.com] On Behalf Of Thane States 
      Sent: Wednesday, October 14, 2009 9:00 PM 
      Subject: RV10-List: BPE IO-540, VS LS-2 
      
      
      Just thought I would post some comparisons of a flight from Oshkosh this ye
      ar. 
      
      
      I am not trying to stir up the pot, but rather offer some very basic info I
       got when I flew=C2-with another RV-10 this year. 
      
      
      As you all know there is a huge debate about the merits of auto conversions
      ,=C2-vs. standard power plants. 
      
      
      FACTS: 
      
      
      My RV-10 :was loaded=C2-=C2-with full fuel, 60 gallons. 
      
      
      =C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2
      -=C2-=C2- 3, pax.=C2-and camping gear. 
      
      
      =C2-=C2-=C2- =C2-=C2-=C2- =C2-=C2-=C2- =C2-=C2-=C2-
       I have the BPE IO-540; 288 h.p.=C2-CAI.=C2- Hartzell blended 2 blade p
      rop. 
      
      
      =C2-=C2-=C2- =C2-=C2-=C2- =C2-=C2-=C2- =C2-=C2-=C2-
       James plenum and holy cowl, and main wheel pants. 
      
      
      Other RV-10 : loaded with 50 gallons of fuel, due to fuel leak. 
      
      
      =C2-=C2-=C2- =C2-=C2-=C2- =C2-=C2-=C2- =C2-=C2-=C2-
       =C2-=C2-=C2- 2 pax. and camping gear, lots of tools. 
      
      
      =C2-=C2-=C2- =C2-=C2-=C2- =C2-=C2-=C2- =C2-=C2-=C2-
       =C2-=C2-=C2- LS-2; 350 h.p. 3 blade prop, not sure which one. 
      
      
      =C2-=C2-=C2- We took off in loose formation climbing up to 11,500 
      
      
      =C2-=C2-=C2- After my initial pwr. reduction to 25" 2500=C2-=C2-r
      pm,=C2-I=C2-was told by the other RV-10 that I was pulling away from hi
      m, so I pulled the pwr back to around 23" and he said he was able to keep u
      p. 
      
      
      =C2-=C2-=C2- Later in cruise, I was again asked to pull back due to p
      ulling away from him. 
      
      
      =C2-=C2-=C2- I finally ran at 55% pwr LOP. 10 GPH.=C2- And he was c

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October 04, 2009 - October 15, 2009

RV10-Archive.digest.vol-fd

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