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      we1KvxYh1XWL6KcR+QUa1kYAATbSQr8cZ75HWsakW6q7JGlCnGMX1Zzur+HxaaPLDK00sV0Q0NxH
      JsaFs53A9CB0IPrUUFpGNNhEu+N5UYKJW8zDKeULDvjkE+tNOV35k1ZSdmjmfEkGUuBajzLhOQJD
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      ERTLYzIGiOA7A5/Cvmr4g/8ABRbX/GG+C1kuJlVcYQDeR2JHcV9B7OnSfMz7HA8MVsZCNTl3PIrv
      4k/EHxtqLMsd7DbHqGwD16jn6Vf0f4AeKPFSCW8vp5Fk/wBb8xVtp7A/XmvIx+f06E+SGp+t8O8J
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      pOMVd7n8Numk+Wx5drtibKWdizTGN9phMZLjngg+1M07y4BKJEIcfdI/+t0rSU7vTYxqqEnFReh/
      /9k
      
________________________________________________________________________________
Subject: 
Re: mag blow tubes
From: 
"cjay" <cgfinney(at)yahoo.com>
Date: 
Dec 28, 2009
      
      
      planesmith(at)hotmail.com wrote:
      > In case it is not clear from the pictures C the air is ducted just over the outside
      not into the mags. As a side note depending on your engine monitoring system
      the "logical port" will be used for an electronic tach pickup.
      > 
      > Vern
      > 
      
      
      thanks guys, your support is invaluable, and timely, I had an answer before headin
      to the hangar!
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=279008#279008
      
      
________________________________________________________________________________
From: 
"Ben Westfall" <rv10(at)sinkrate.com>
Subject: 
suitable backup instrumentation for IFR
Date: 
Dec 28, 2009
      
      I've been kicking around what I think would be a suitable level of backup
      instrumentation for IFR flight in our RV-10's and I haven't decided so I'd
      like to spark a conversation about it.  I understand it's up their with
      primer wars but. I'm curious as to others thoughts on this.
      
      
      1)       Would you consider dual efis displays from the same manufacturer
      with two independent ahars and magnetometers sufficient instrumentation?  Eg
      dual afs-4500 units w/o additional "steam gauges".  Are software glitches
      that might affect both units simultaneously really worth considering?
      
      2)       Would a single ahars efis with additional gauges for airspeed,
      altitude, and some form of attitude/bank such as the ADI from trutrak or the
      newer RC Allen unit
      http://www.pca.aero/detail/9372/Instrument/R_C__ALLEN/RCA2600_Digital_Gyro/
      be better/worse than above?
      
      3)       Same scenario above but substitute another efis such as a dynon
      instead of "steam style gauges" - realestate becomes an issue and is it
      feasible if the unit is stuck all the way on the far right of the panel.  If
      one puts Geoff's carbon fiber panel in is it reasonable to read the dynon
      from the left seat if it's on the far right of the panel?  Any different
      than approaches from the right seat in spam cans?
      
      4)       Is having all electric/battery powered instrumentation really a
      form of backup?  What about lightning strikes?  Is it reasonable to think
      that any of your all electric attitude information will survive w/o vaccum
      gauges.  Today there really isn't much of an alternative?
      
      5)       Would you consider the electrical system to play a big part of this
      decision as in Single Alt-Single Batt, Dual Alt-Single Batt, Dual-Dual?
      Obviously most the efis/attitude units can contain their own backup battery
      so is the redundancy in the entire electrical system a "must have" or KISS
      single-single?
      
      
      Personally I'm leaning towards the #1 solution above with the #5 electrical
      system designs not really playing much of a part in the overall decision.
      I'd hate to one day have some form of issue though and go "geez wish I'd
      thrown the extra $3k at it as I'm sweating in the clouds with a dark panel".
      But anything that roasts your electrical system is going to most likely get
      all of it backup included.  Has this happened?
      
      
      Thanks,
      
      
      -Ben Westfall
      
      
________________________________________________________________________________
From: 
"RV Builder (Michael Sausen)" <rvbuilder(at)sausen.net>
Date: 
Dec 28, 2009
Subject: 
Re: Aerosport Carbon Fiber Panel
      
      
      Thanks guys for all your input, it's been very helpful as always.  
      
      Happy Holidays to everyone!
      
      Michael
      
      -----Original Message-----
      From: owner-rv10-list-server(at)matronics.com [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of ivankris
      Sent: Wednesday, December 23, 2009 9:02 PM
      Subject: RV10-List: Re: Aerosport Carbon Fiber Panel
      
      
      Michael,
      I installed one of Geoff's panels a short time ago and posted some pictures on Phanfare here http://ivankristensen.phanfare.com/2292606 scroll down to Installing the CF instrument panl and wiring the instrument panel.
      
      Hope this helps
      
      --------
      Ivan K.
      
      www.ivankristensen.com
      Builder # 40838
      Wiring
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=278753#278753
      
      
________________________________________________________________________________
From: 
Luis <luis(at)cristabelle.net>
Subject: 
Re: suitable backup instrumentation for IFR
Date: 
Dec 28, 2009
      
      Curious to the answers here.
      
      -Luis R. (aka Manny)
      
      
      On Dec 28, 2009, at 7:34 PM, Ben Westfall wrote:
      
      > I=92ve been kicking around what I think would be a suitable level of  
      
      > backup instrumentation for IFR flight in our RV-10=92s and I haven=92t 
      
      > decided so I=92d like to spark a conversation about it.  I understand  
      
      > it=92s up their with primer wars but=85 I=92m curious as to others  
      > thoughts on this.
      >
      > 1)       Would you consider dual efis displays from the same  
      > manufacturer with two independent ahars and magnetometers sufficient  
      
      > instrumentation?  Eg dual afs-4500 units w/o additional =93steam  
      > gauges=94.  Are software glitches that might affect both units  
      > simultaneously really worth considering?
      > 2)       Would a single ahars efis with additional gauges for  
      > airspeed, altitude, and some form of attitude/bank such as the ADI  
      > from trutrak or the newer RC Allen 
      unithttp://www.pca.aero/detail/9372/Instrument/R_C__ALLEN/RCA2600_Digital_
      Gyro/ 
      >  be better/worse than above?
      > 3)       Same scenario above but substitute another efis such as a  
      > dynon instead of =93steam style gauges=94 ' realestate becomes an 
      issue  
      > and is it feasible if the unit is stuck all the way on the far right  
      
      > of the panel.  If one puts Geoff=92s carbon fiber panel in is it  
      > reasonable to read the dynon from the left seat if it=92s on the far  
      
      > right of the panel?  Any different than approaches from the right  
      > seat in spam cans?
      > 4)       Is having all electric/battery powered instrumentation  
      > really a form of backup?  What about lightning strikes?  Is it  
      > reasonable to think that any of your all electric attitude  
      > information will survive w/o vaccum gauges.  Today there really  
      > isn=92t much of an alternative?
      > 5)       Would you consider the electrical system to play a big part  
      
      > of this decision as in Single Alt-Single Batt, Dual Alt-Single Batt,  
      
      > Dual-Dual?  Obviously most the efis/attitude units can contain their  
      
      > own backup battery so is the redundancy in the entire electrical  
      > system a =93must have=94 or KISS single-single?
      >
      > Personally I=92m leaning towards the #1 solution above with the #5  
      > electrical system designs not really playing much of a part in the  
      > overall decision.  I=92d hate to one day have some form of issue  
      > though and go =93geez wish I=92d thrown the extra $3k at it as I=92m  
      
      > sweating in the clouds with a dark panel=94.  But anything that roasts 
      
      > your electrical system is going to most likely get all of it backup  
      
      > included.  Has this happened?
      >
      > Thanks,
      >
      > -Ben Westfall
      >
      >
      
      
________________________________________________________________________________
Subject: 
suitable backup instrumentation for IFR
Date: 
Dec 28, 2009
From: 
"Robin Marks" <robin1(at)mrmoisture.com>
      
      Ben,
      
                  As someone completely unqualified to answer your question in
      full I will take a stab at a partial answer concerning usability of a
      third screen on the -10 panel. I chose the G900x plus a back up Dynon
      D100 centered in front of the Co-Pilot's seat. 
      
      
                  In setting BARO or acknowledging on the D100 I have to use
      the far right button and find it to be reachable w/o any difficulty. Do
      I want to enter in flight plans at that arms length? No. Am I able to
      refer to that screen for all the required flight info? Absolutely yes.
      In an ideal world I would definitely have placed a simple metal wedge to
      have the D100 tilt more in my direction but still completely usable by
      the co-pilot. I think that would be the most preferred 3 screen set up.
      I do like my D100 with integrated Back Up battery as it seems like a
      good stand alone back up choice.         
      
      I don't think I would ever trust two completely independent systems from
      the same manufacturer for obvious reasons.
      
      
      Good luck,
      
      Robin
      
      
      From: owner-rv10-list-server(at)matronics.com
      [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Ben Westfall
      Sent: Monday, December 28, 2009 4:34 PM
      Subject: RV10-List: suitable backup instrumentation for IFR
      
      
      I've been kicking around what I think would be a suitable level of
      backup instrumentation for IFR flight in our RV-10's and I haven't
      decided so I'd like to spark a conversation about it.  I understand it's
      up their with primer wars but... I'm curious as to others thoughts on
      this.
      
      
      1)     Would you consider dual efis displays from the same manufacturer
      with two independent ahars and magnetometers sufficient instrumentation?
      Eg dual afs-4500 units w/o additional "steam gauges".  Are software
      glitches that might affect both units simultaneously really worth
      considering?
      
      2)     Would a single ahars efis with additional gauges for airspeed,
      altitude, and some form of attitude/bank such as the ADI from trutrak or
      the newer RC Allen unit 
      http://www.pca.aero/detail/9372/Instrument/R_C__ALLEN/RCA2600_Digital_Gy
      ro/ be better/worse than above?
      
      3)     Same scenario above but substitute another efis such as a dynon
      instead of "steam style gauges" - realestate becomes an issue and is it
      feasible if the unit is stuck all the way on the far right of the panel.
      If one puts Geoff's carbon fiber panel in is it reasonable to read the
      dynon from the left seat if it's on the far right of the panel?  Any
      different than approaches from the right seat in spam cans?
      
      4)     Is having all electric/battery powered instrumentation really a
      form of backup?  What about lightning strikes?  Is it reasonable to
      think that any of your all electric attitude information will survive
      w/o vaccum gauges.  Today there really isn't much of an alternative?
      
      5)     Would you consider the electrical system to play a big part of
      this decision as in Single Alt-Single Batt, Dual Alt-Single Batt,
      Dual-Dual?  Obviously most the efis/attitude units can contain their own
      backup battery so is the redundancy in the entire electrical system a
      "must have" or KISS single-single?
      
      
      Personally I'm leaning towards the #1 solution above with the #5
      electrical system designs not really playing much of a part in the
      overall decision.  I'd hate to one day have some form of issue though
      and go "geez wish I'd thrown the extra $3k at it as I'm sweating in the
      clouds with a dark panel".  But anything that roasts your electrical
      system is going to most likely get all of it backup included.  Has this
      happened?
      
      
      Thanks,
      
      
      -Ben Westfall
      
      
________________________________________________________________________________
From: 
"Bill Schlatterer" <billschlatterer(at)sbcglobal.net>
Subject: 
Re: Foreflight Mobile 3.0 for iPhone
Date: 
Dec 28, 2009
      
      
      Tim, just wondering how that works?  I just flew several legs into Fort
      Worth and out and never could get the iPhone to pick up consistently.  Text
      messages went OK (not instantly) up to about 2000 but higher than that was
      intermittent.  My old crack berry was better than that.  Internet access for
      pulling up anything was not useable.  My iP is on AT&T.   Does Foreflight
      cache the plates or do you have to load them up before getting in the air?
      
      I have been using the new AOPA Mobile ap and it is also very good!  It's
      also free with your AOPA subscription.
      
      Bill S
      7a almost flying
      
      -----Original Message-----
      From: owner-rv10-list-server(at)matronics.com
      [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Tim Olson
      Sent: Wednesday, December 23, 2009 5:15 PM
      Subject: Re: RV10-List: Re: Foreflight Mobile 3.0 for iPhone
      
      
      You get WAY more than that....confirmation AND the full briefing.  I had an
      awesome couple of days with 3.0 so far....this should be a great trip
      write-up.  Flying the STAR into KLEE as I type this...with the star on the
      iPhone!
      Tim
      
      
      On Dec 23, 2009, at 5:30 PM, "lbgjb10"  wrote:
      
      >
      > If you file your flight plan with Foreflight 3.0, do you get any 
      > feedback that the flight plan went thru??
      >
      > --------
      > Larry and Gayle N104LG
      >
      >
      > Read this topic online here:
      >
      > http://forums.matronics.com/viewtopic.php?p=278735#278735
      >
      >
      
      
________________________________________________________________________________
Date: 
Dec 28, 2009
From: 
Bill Mauledriver Watson <MauleDriver(at)nc.rr.com>
Subject: 
Re: suitable backup instrumentation for IFR
      
      
      Brave.
      
      I think I agree with your assessment - #1 seems pretty sound if the 
      actual failure scenarios are worked out, practiced, and known. That is, 
      if EFIS 1 or AHRS #2 fails, or the 430W GPS fails, what do I do to 
      identify the failure, isolate the failed component, and fly with what's 
      left. Maybe all that is obvious but not to this 
      yet-to-fly-with-an-EFIS-in-IFR pilot. Am I comfortable with it? No. But 
      I think many of us will become comfortable with that kind of setup.
      
      The more I think about it, backup batteries seem like a much better 
      approach to electron backup over dual/dual. I'm building dual/dual just 
      because I like the idea of an all electric airplane that can sit out on 
      the ramp, powered up, communicating and plotting weather until the 
      battery dies - and still being able to start it up and go. Just because.
      
      I don't think many of us will spend much time in cloud sweating the $3k 
      we didn't spend on something. Fear inducing failures are going to be 
      very, very rare. When it occurs, it's Mayday time. And you can either 
      keep it upright long enough to survive, or not. "Gee, I wish I had the 
      GPS option on my ADI..." just isn't going to be a concern... or maybe it 
      will.
      
      The "electromagnetic pulse" issue is a doozy. If it's fission or fusion, 
      induced, who cares? If it's Mother doing her thing and you get unlucky, 
      hmmm. All electric airplane means you are hoping something survives. AS 
      and Alt steam guages means few brain cycles needs to be wasted there but 
      I need to know what straight ahead is. Waiting for the EFIS to re-boot 
      is too long. If the ADI keeps working, that could do it. Any GPS course 
      readout with steam guage AS and Alt could keep me afloat long enough to 
      survive. Something electrical has to survive the strike. Or you need to 
      manage your flying so you don't get struck.
      
      The work 'survive' seems important to me. Planning for "partial failure 
      - complete mission" scenarios seems wrong minded to me. Everything 
      needed is expected to work all the time. If something fails, it's a full 
      blown emergency requiring only survival. The Cirrus chute starts making 
      sense in this environment. "Electron failure in deep IMC, hit the silk!"
      
      Interesting stuff.
      
      Bill "stuck in the house with a cold soaked shop" Watson
      
      
      Ben Westfall wrote:
      >
      > Ive been kicking around what I think would be a suitable level of 
      > backup instrumentation for IFR flight in our RV-10s and I havent 
      > decided so Id like to spark a conversation about it. I understand 
      > its up their with primer wars but Im curious as to others thoughts 
      > on this.
      >
      > 1) Would you consider dual efis displays from the same manufacturer 
      > with two independent ahars and magnetometers sufficient 
      > instrumentation? Eg dual afs-4500 units w/o additional steam gauges. 
      > Are software glitches that might affect both units simultaneously 
      > really worth considering?
      >
      > 2) Would a single ahars efis with additional gauges for airspeed, 
      > altitude, and some form of attitude/bank such as the ADI from trutrak 
      > or the newer RC Allen unit 
      > http://www.pca.aero/detail/9372/Instrument/R_C__ALLEN/RCA2600_Digital_Gyro/ 
      > be better/worse than above?
      >
      > 3) Same scenario above but substitute another efis such as a dynon 
      > instead of steam style gauges  realestate becomes an issue and is 
      > it feasible if the unit is stuck all the way on the far right of the 
      > panel. If one puts Geoffs carbon fiber panel in is it reasonable to 
      > read the dynon from the left seat if its on the far right of the 
      > panel? Any different than approaches from the right seat in spam cans?
      >
      > 4) Is having all electric/battery powered instrumentation really a 
      > form of backup? What about lightning strikes? Is it reasonable to 
      > think that any of your all electric attitude information will survive 
      > w/o vaccum gauges. Today there really isnt much of an alternative?
      >
      > 5) Would you consider the electrical system to play a big part of this 
      > decision as in Single Alt-Single Batt, Dual Alt-Single Batt, 
      > Dual-Dual? Obviously most the efis/attitude units can contain their 
      > own backup battery so is the redundancy in the entire electrical 
      > system a must have or KISS single-single?
      >
      > Personally Im leaning towards the #1 solution above with the #5 
      > electrical system designs not really playing much of a part in the 
      > overall decision. Id hate to one day have some form of issue though 
      > and go geez wish Id thrown the extra $3k at it as Im sweating in 
      > the clouds with a dark panel. But anything that roasts your 
      > electrical system is going to most likely get all of it backup 
      > included. Has this happened?
      >
      > Thanks,
      >
      > -Ben Westfall
      >
      
      
________________________________________________________________________________
Date: 
Dec 28, 2009
From: 
Linn Walters <pitts_pilot(at)bellsouth.net>
Subject: 
Re: suitable backup instrumentation for IFR
      
      Ben Westfall wrote:
      >
      > I've been kicking around what I think would be a suitable level of 
      > backup instrumentation for IFR flight in our RV-10's and I haven't 
      > decided so I'd like to spark a conversation about it.  I understand 
      > it's up their with primer wars but... I'm curious as to others 
      > thoughts on this.
      >
      >  
      >
      > 1)       Would you consider dual efis displays from the same 
      > manufacturer with two independent ahars and magnetometers sufficient 
      > instrumentation?  Eg dual afs-4500 units w/o additional "steam gauges".
      >
      That's the route that I'm taking.  Dual MGL Odyssey's with dual 
      compass/AHRS.  Engine monitoring will be shared between the two systems 
      which can control both radios.
      >
      >   Are software glitches that might affect both units simultaneously 
      > really worth considering?
      >
      Not might .... will if from the same source.  The software glitches 
      should be found cleared rapidly so this isn't one of my concerns.
      >
      > 2)       Would a single ahars efis with additional gauges for 
      > airspeed, altitude, and some form of attitude/bank such as the ADI 
      > from trutrak or the newer RC Allen unit 
      > http://www.pca.aero/detail/9372/Instrument/R_C__ALLEN/RCA2600_Digital_Gyro/ 
      > be better/worse than above?
      >
      For me, the decision was cost ..... another Odyssey with compass/AHRS 
      was almost a wash.
      >
      > 3)       Same scenario above but substitute another efis such as a 
      > dynon instead of "steam style gauges" -- realestate becomes an issue 
      > and is it feasible if the unit is stuck all the way on the far right 
      > of the panel.  If one puts Geoff's carbon fiber panel in is it 
      > reasonable to read the dynon from the left seat if it's on the far 
      > right of the panel?  Any different than approaches from the right seat 
      > in spam cans?
      >
      Can't comment ....  no experience.  However, my second Odyssey sits in 
      front of the co-pilot so I may be uncomfortable looking way over there 
      but it's amazing what you'll do if you need to.
      >
      > 4)       Is having all electric/battery powered instrumentation really 
      > a form of backup?
      >
      Sure. why not?  It's a second set of information.
      >
      >  What about lightning strikes?  Is it reasonable to think that any of 
      > your all electric attitude information will survive w/o vaccum 
      > gauges.  Today there really isn't much of an alternative?
      >
      Lightning strikes, meteor strikes, labor strikes .... way down in the 
      statistical mud.  Probably down with fatal heart attacks while flying.  
      Yep, they do happen, but you'll never leave the ground without some risk.
      >
      > 5)       Would you consider the electrical system to play a big part 
      > of this decision as in Single Alt-Single Batt, Dual Alt-Single Batt, 
      > Dual-Dual?  Obviously most the efis/attitude units can contain their 
      > own backup battery so is the redundancy in the entire electrical 
      > system a "must have" or KISS single-single?
      >
      I'm using a backup battery from a EXIT light.  Good for about 2 hrs of 
      use after the main power fails.  One for each Odyssey.  I like the KISS 
      stuff, and don't have a dual buss installation.
      >
      >  
      >
      > Personally I'm leaning towards the #1 solution above with the #5 
      > electrical system designs not really playing much of a part in the 
      > overall decision.  I'd hate to one day have some form of issue though 
      > and go "geez wish I'd thrown the extra $3k at it as I'm sweating in 
      > the clouds with a dark panel".  But anything that roasts your 
      > electrical system is going to most likely get all of it backup 
      > included.  Has this happened?
      >
      Shucks .... seems like there was an airliner that went completely dark 
      awhile back.  Don't know what the problem or the outcome was.  Sometimes 
      crap happens.  The best plan is to minimize the potential failures and 
      do the best you can with what comes up.  On another list they're talking 
      about GPS outages ....... what's a Techy to do???
      Linn ..... just my approach .... YMMV!!!
      
      >  
      >
      > Thanks,
      >
      >  
      >
      > -Ben Westfall
      >
      >  
      >
      >  
      >
      > *
      >
      >
      > *
      
      
________________________________________________________________________________
Date: 
Dec 28, 2009
From: 
Tim Olson <Tim(at)MyRV10.com>
Subject: 
Re: Foreflight Mobile 3.0 for iPhone
      
      Bill,
      
      I'm writing this from back home from the trip down to Florida.  Used
      Foreflight Mobile (3.0 version) for just tons of the trip.  The reason
      I could easily read the STAR, and yesterday had my approach plate up
      while in flight is that 3.0 will allow you to download all the
      approaches state-by-state, and also IFR enroute charts, and VFR
      sectionals, state by state.  The charts and sectionals also work
      with the iphone GPS (and a bluetooth GPS if you hack it).  So, I didn't
      need data service to use all those chart functions.  The AOPA app
      you mention is good, but Foreflight already also includes all of
      that too (they made the AOPA app), so if you have Foreflight, you
      don't need the separate AOPA app.
      
      I did find that there were plenty of times I didn't have data coverage,
      but found many that I did along this trip too. It was very sporadic.
      It seems that when I was near 3G coverage areas, it happened more
      often.  When I flew to KSLC earlier this year, it was funny but I
      had almost continuous coverage at 10,000' I think, from Wyoming to
      Utah.  So it really depends on where you are.  In Florida I would
      often get emails popping in during the flight...and just randomly
      along the trip. When I had service near Nashville, I used it to
      text back and forth with another RV-10 owner to have them call ahead
      to make sure I could get a car at KMYJ.  I also a couple times
      tried to pull up fuel prices on Airnav just for kicks...and sometimes
      had luck.  Come to think of it, South Dakota seemed to have reasonable
      coverage when I was over there too.
      
      I did shut the phone off into airplane mode when flying IMC in
      the clouds though...the phone is a very electrically noisy device
      and although I haven't seen any effects on the plane instruments,
      I didn't want to find them out at that time. I get tons of
      speaker interference on telephones and PC monitor speakers with
      the iphone.
      
      Voyager also actually came in pretty handy on this trip again.
      Between the BNA area and near MSP when I was going home, I
      tried to do a lot of that VFR for a while, navigating low
      around a snowstorm area....just changing our course as needed to
      try to make the best forward progress.  This meant we had no
      defined fuel spot...just wanted to navigate around the weather.
      I was able to slide the map ahead and find a good fuel stop for
      something just over $3.60/gal, instead of paying the $4-5 that
      so many places try to impose, and ended up at Mexico MO (home of
      Zenith aircraft) getting a good fuel price.  Probably saved me
      like $40-60 just for that one fuel stop.  I tried to do as much
      as I could on this trip with the iPhone though, which really
      for me proved it was a fantastic device to have with you on
      a trip.  I had a moving-map GPS in the car, found my hotels
      by the iphone, found my stores and restaurants that way, and
      even my inlaws house and the nearby theatre for a movie.
      Without that device I'd have had to do a lot more planning
      or spend a lot more time getting around.
      
      For those thinking about the Foreflight for iphone, you may
      want to check their website quick. I think most of the special
      upgrade pricing and special intro pricing expires at the end
      of the year.  Might save a few bucks.  I don't know if I'll
      have a good write-up put together in time.
      
      For kicks, I've attached 3 screenshots from the trip.  The first
      was the crappy weather I had to deal with a couple days ago
      while we came home...flying from Florida to Wisconsin.
      The turbulence got me..I landed at Nashville because having
      built the plane, I KNOW that the only thing holding the front
      of the horizontal stab on is those 2 L shaped angle brackets...
      and we were getting hammered bad enough that I decided I better
      just wait it out.  The last shot is a not-zoomed-in-too-far
      photo of that arrival in Florida.  You can zoom them up
      just like everything else and see them well.
      
      
      Tim Olson - RV-10 N104CD
      
      
      Bill Schlatterer wrote:
      > 
      > Tim, just wondering how that works?  I just flew several legs into Fort
      > Worth and out and never could get the iPhone to pick up consistently.  Text
      > messages went OK (not instantly) up to about 2000 but higher than that was
      > intermittent.  My old crack berry was better than that.  Internet access for
      > pulling up anything was not useable.  My iP is on AT&T.   Does Foreflight
      > cache the plates or do you have to load them up before getting in the air?
      > 
      > I have been using the new AOPA Mobile ap and it is also very good!  It's
      > also free with your AOPA subscription.
      > 
      > Bill S
      > 7a almost flying
      > 
      > -----Original Message-----
      > From: owner-rv10-list-server(at)matronics.com
      > [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Tim Olson
      > Sent: Wednesday, December 23, 2009 5:15 PM
      > To: rv10-list(at)matronics.com
      > Subject: Re: RV10-List: Re: Foreflight Mobile 3.0 for iPhone
      > 
      > 
      > You get WAY more than that....confirmation AND the full briefing.  I had an
      > awesome couple of days with 3.0 so far....this should be a great trip
      > write-up.  Flying the STAR into KLEE as I type this...with the star on the
      > iPhone!
      > Tim
      > 
      > 
      > 
      > On Dec 23, 2009, at 5:30 PM, "lbgjb10"  wrote:
      > 
      >>
      >> If you file your flight plan with Foreflight 3.0, do you get any 
      >> feedback that the flight plan went thru??
      >>
      >> --------
      >> Larry and Gayle N104LG
      >>
      >>
      >>
      >>
      >> Read this topic online here:
      >>
      >> http://forums.matronics.com/viewtopic.php?p=278735#278735
      >>
      
________________________________________________________________________________
Date: 
Dec 28, 2009
From: 
Tim Olson <Tim(at)MyRV10.com>
Subject: 
Re: suitable backup instrumentation for IFR
      
      
      I'm a fan of building your primary system nice an robust, but
      then keeping the backups a little more minimal.  Even Cirrus
      uses round gauges as backups. I think it's nice to have something
      that's not so reliant on software for a backup.  The ADI
      seems to be a pretty good way to go, but honestly I was
      just as happy with my Turn-n-bank that cost a lot less.
      
      With a dual BUS system (with Dual Batteries) you can boot
      up and get the weather and call for a clearance without
      draining your cranking battery.  And, if your EFIS dies
      (which pretty much EVERY model out there has been known to
      do), if you have those cheap round gauges they're easy to
      interpret.  You'll need all the help you can get on "easy".
      If you have a complex backup system, you may not be savvy
      enough with it unless you practice all the time, to program
      and get out of it what you need.  IMHO, it's best to have a
      good system, and know it well, and if that one dies, cry
      uncle and fall to some easy to use backups and get on with
      ATC and ask for some real help.  Continuing a trip won't
      be your concern.   In my personal plane, my GNS480 is my
      "backup" on a separate bus, along with an ADI, and I have
      a round ASI and AI, and the compass.  That's more than
      many planes have as a primary system, but I'm much less
      versed in the GNS480, so I'd be significantly crippled
      if I lost my EFIS.  Could I fly an approach and get home,
      probably, but I'd be looking for the nearest easy airport
      to land at VFR if possible.
      
      So, be as generous as you can to yourself in getting a
      real solid primary system, but then stick in a different
      kind of backup....maybe round gauges, maybe a small
      dynon, maybe an ADI.  Just make sure that whatever it is,
      you don't have to learn how to use it when you actually
      need it, because failures can happen to anyone.
      
      Tim Olson - RV-10 N104CD
      
      
      Bill Mauledriver Watson wrote:
      > 
      > 
      > Brave.
      > 
      > I think I agree with your assessment - #1 seems pretty sound if the 
      > actual failure scenarios are worked out, practiced, and known. That is, 
      > if EFIS 1 or AHRS #2 fails, or the 430W GPS fails, what do I do to 
      > identify the failure, isolate the failed component, and fly with what's 
      > left. Maybe all that is obvious but not to this 
      > yet-to-fly-with-an-EFIS-in-IFR pilot. Am I comfortable with it? No. But 
      > I think many of us will become comfortable with that kind of setup.
      > 
      > The more I think about it, backup batteries seem like a much better 
      > approach to electron backup over dual/dual. I'm building dual/dual just 
      > because I like the idea of an all electric airplane that can sit out on 
      > the ramp, powered up, communicating and plotting weather until the 
      > battery dies - and still being able to start it up and go. Just because.
      > 
      > I don't think many of us will spend much time in cloud sweating the $3k 
      > we didn't spend on something. Fear inducing failures are going to be 
      > very, very rare. When it occurs, it's Mayday time. And you can either 
      > keep it upright long enough to survive, or not. "Gee, I wish I had the 
      > GPS option on my ADI..." just isn't going to be a concern... or maybe it 
      > will.
      > 
      > The "electromagnetic pulse" issue is a doozy. If it's fission or fusion, 
      > induced, who cares? If it's Mother doing her thing and you get unlucky, 
      > hmmm. All electric airplane means you are hoping something survives. AS 
      > and Alt steam guages means few brain cycles needs to be wasted there but 
      > I need to know what straight ahead is. Waiting for the EFIS to re-boot 
      > is too long. If the ADI keeps working, that could do it. Any GPS course 
      > readout with steam guage AS and Alt could keep me afloat long enough to 
      > survive. Something electrical has to survive the strike. Or you need to 
      > manage your flying so you don't get struck.
      > 
      > The work 'survive' seems important to me. Planning for "partial failure 
      > - complete mission" scenarios seems wrong minded to me. Everything 
      > needed is expected to work all the time. If something fails, it's a full 
      > blown emergency requiring only survival. The Cirrus chute starts making 
      > sense in this environment. "Electron failure in deep IMC, hit the silk!"
      > 
      > Interesting stuff.
      > 
      > Bill "stuck in the house with a cold soaked shop" Watson
      > 
      > 
      > Ben Westfall wrote:
      >>
      >> Ive been kicking around what I think would be a suitable level of 
      >> backup instrumentation for IFR flight in our RV-10s and I havent 
      >> decided so Id like to spark a conversation about it. I understand 
      >> its up their with primer wars but Im curious as to others thoughts 
      >> on this.
      >>
      >> 1) Would you consider dual efis displays from the same manufacturer 
      >> with two independent ahars and magnetometers sufficient 
      >> instrumentation? Eg dual afs-4500 units w/o additional steam gauges. 
      >> Are software glitches that might affect both units simultaneously 
      >> really worth considering?
      >>
      >> 2) Would a single ahars efis with additional gauges for airspeed, 
      >> altitude, and some form of attitude/bank such as the ADI from trutrak 
      >> or the newer RC Allen unit 
      >> http://www.pca.aero/detail/9372/Instrument/R_C__ALLEN/RCA2600_Digital_Gyro/ 
      >> be better/worse than above?
      >>
      >> 3) Same scenario above but substitute another efis such as a dynon 
      >> instead of steam style gauges  realestate becomes an issue and is 
      >> it feasible if the unit is stuck all the way on the far right of the 
      >> panel. If one puts Geoffs carbon fiber panel in is it reasonable to 
      >> read the dynon from the left seat if its on the far right of the 
      >> panel? Any different than approaches from the right seat in spam cans?
      >>
      >> 4) Is having all electric/battery powered instrumentation really a 
      >> form of backup? What about lightning strikes? Is it reasonable to 
      >> think that any of your all electric attitude information will survive 
      >> w/o vaccum gauges. Today there really isnt much of an alternative?
      >>
      >> 5) Would you consider the electrical system to play a big part of this 
      >> decision as in Single Alt-Single Batt, Dual Alt-Single Batt, 
      >> Dual-Dual? Obviously most the efis/attitude units can contain their 
      >> own backup battery so is the redundancy in the entire electrical 
      >> system a must have or KISS single-single?
      >>
      >> Personally Im leaning towards the #1 solution above with the #5 
      >> electrical system designs not really playing much of a part in the 
      >> overall decision. Id hate to one day have some form of issue though 
      >> and go geez wish Id thrown the extra $3k at it as Im sweating in 
      >> the clouds with a dark panel. But anything that roasts your 
      >> electrical system is going to most likely get all of it backup 
      >> included. Has this happened?
      >>
      >> Thanks,
      >>
      >> -Ben Westfall
      >>
      > 
      > 
      > 
      > 
      > 
      > 
      
      
________________________________________________________________________________
Date: 
Dec 28, 2009
Subject: 
Re: suitable backup instrumentation for IFR
From: 
"Jim" <jim(at)CombsFive.Com>
      
      
      Ben,
      
      Our -10 has your number one configuration. Dual AFS
      EFIS with AFS AP. 
      
      Single large battery / alternator
      driving the electrical system.
      
      My thinking. Each EFIS has
      it's own built-in backup battery and associated AHRS / electronic
      compass. The backup for a common mode software failure is the AP.
       It is able to hold heading and altitude using it's own
      electronics. 
      
      My thought is there would have to be a
      major problem to have both EFIS units go south at the same time (Software
      could do that). The AP in stand alone mode would be a third level of
      backup.
      
      Lightning - I sure plan on not having that
      happen. (I could be had on that!) That would be a VERY bad day
      in my book.
      
      Just one opinion. I am sure there are
      others. I don't think there is any one right answer either.
      
      Jim C (N312F - Flying)
      
      -------------------------------------------------------------------------------------------------------------------------
      
      
      I've been kicking around what I think would be a suitable
      level of backup
      instrumentation for IFR flight in our RV-10's and I
      haven't decided so I'd
      like to spark a conversation about it.  I
      understand it's up their with
      primer wars but. I'm curious as to
      others thoughts on this.
      
      
      1)       Would you
      consider dual efis displays from the same manufacturer
      with two
      independent ahars and magnetometers sufficient instrumentation? 
      Eg
      dual afs-4500 units w/o additional "steam gauges". 
      Are software glitches
      that might affect both units simultaneously
      really worth considering?
      
      2)       Would a single ahars efis
      with additional gauges for airspeed,
      altitude, and some form of
      attitude/bank such as the ADI from trutrak or
      the
      newer RC Allen
      unit
      http://www.pca.aero/detail/9372/Instrument/R_C__ALLEN/RCA2600_Digital_Gyro/
      be better/worse than above?
      
      3)       Same scenario above but
      substitute another efis such as a dynon
      instead of "steam style
      gauges" - realestate becomes an issue and is it
      feasible if the
      unit is stuck all the way on the far right of the panel. 
      If
      one
      puts Geoff's carbon fiber panel in is it reasonable to read the dynon
      from the left seat if it's on the far right of the panel?  Any
      different
      than approaches from the right seat in spam cans?
      
      4)       Is having all electric/battery powered instrumentation really
      a
      form of backup?  What about lightning strikes?  Is it reasonable to
      think
      that any of your all electric attitude information will survive
      w/o vaccum
      gauges.  Today there really isn't much of an
      alternative?
      
      5)       Would you consider the electrical system
      to play a big part of
      this
      decision as in Single Alt-Single
      Batt, Dual Alt-Single Batt, Dual-Dual?
      Obviously most the
      efis/attitude units can contain their own backup
      battery
      so is
      the redundancy in the entire electrical system a "must have" or
      KISS
      single-single?
      
      
      Personally I'm leaning
      towards the #1 solution above with the #5
      electrical
      system
      designs not really playing much of a part in the overall decision.
      I'd hate to one day have some form of issue though and go "geez
      wish I'd
      thrown the extra $3k at it as I'm sweating in the clouds
      with a dark
      panel".
      But anything that roasts your
      electrical system is going to most likely
      get
      all of it backup
      included.  Has this happened?
      
      
      Thanks,
      
      
      -Ben Westfall
      
      
________________________________________________________________________________
From: 
"DLM" <dlm46007(at)cox.net>
Subject: 
suitable backup instrumentation for IFR
Date: 
Dec 28, 2009
      
      
      I concur that flying IFR in IMC is a new experience with the EFIS. I bought
      and installed a GRT Sport in my Glastar about 2 years before I had the 10
      flying; I flew actual solid in the Glastar. Of Course I left the partial
      panel gauges surrounding my EFIS. In addition I had a TT pictorial pilot AP.
      My electrical system was primary and essential bus with single alternator
      and one odyssey 680 and one 925 as essential. Both of my aircraft have panel
      placard "EFIS FAILURE, Autopilot ON" if in IMC squawk 7700 tune 121.5 and
      Mayday. The message is primarily there for my passengers but it does
      illustrate the essential sequence of considerations. Obviously with a pilot
      in the left seat as opposed to a passenger, a pilot would take more
      considered actions to reduce electrical load and reboot the EFIS. Before we
      put all our eggs in the EFIS basket , I suggest you peruse 
      http://www.alexisparkinn.com/nwpilot's_tranatlantic_flight.htm
      
      
      -----Original Message-----
      From: owner-rv10-list-server(at)matronics.com
      [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Bill Mauledriver
      Watson
      Sent: Monday, December 28, 2009 7:02 PM
      Subject: Re: RV10-List: suitable backup instrumentation for IFR
      
      --> 
      
      Brave.
      
      I think I agree with your assessment - #1 seems pretty sound if the actual
      failure scenarios are worked out, practiced, and known. That is, if EFIS 1
      or AHRS #2 fails, or the 430W GPS fails, what do I do to identify the
      failure, isolate the failed component, and fly with what's left. Maybe all
      that is obvious but not to this yet-to-fly-with-an-EFIS-in-IFR pilot. Am I
      comfortable with it? No. But I think many of us will become comfortable with
      that kind of setup.
      
      The more I think about it, backup batteries seem like a much better approach
      to electron backup over dual/dual. I'm building dual/dual just because I
      like the idea of an all electric airplane that can sit out on the ramp,
      powered up, communicating and plotting weather until the battery dies - and
      still being able to start it up and go. Just because.
      
      I don't think many of us will spend much time in cloud sweating the $3k we
      didn't spend on something. Fear inducing failures are going to be very, very
      rare. When it occurs, it's Mayday time. And you can either keep it upright
      long enough to survive, or not. "Gee, I wish I had the GPS option on my
      ADI..." just isn't going to be a concern... or maybe it will.
      
      The "electromagnetic pulse" issue is a doozy. If it's fission or fusion,
      induced, who cares? If it's Mother doing her thing and you get unlucky,
      hmmm. All electric airplane means you are hoping something survives. AS and
      Alt steam guages means few brain cycles needs to be wasted there but I need
      to know what straight ahead is. Waiting for the EFIS to re-boot is too long.
      If the ADI keeps working, that could do it. Any GPS course readout with
      steam guage AS and Alt could keep me afloat long enough to survive.
      Something electrical has to survive the strike. Or you need to manage your
      flying so you don't get struck.
      
      The work 'survive' seems important to me. Planning for "partial failure
      - complete mission" scenarios seems wrong minded to me. Everything needed is
      expected to work all the time. If something fails, it's a full blown
      emergency requiring only survival. The Cirrus chute starts making sense in
      this environment. "Electron failure in deep IMC, hit the silk!"
      
      Interesting stuff.
      
      Bill "stuck in the house with a cold soaked shop" Watson
      
      
      Ben Westfall wrote:
      >
      > I've been kicking around what I think would be a suitable level of 
      > backup instrumentation for IFR flight in our RV-10's and I haven't 
      > decided so I'd like to spark a conversation about it. I understand 
      > it's up their with primer wars but. I'm curious as to others thoughts 
      > on this.
      >
      > 1) Would you consider dual efis displays from the same manufacturer 
      > with two independent ahars and magnetometers sufficient 
      > instrumentation? Eg dual afs-4500 units w/o additional "steam gauges".
      > Are software glitches that might affect both units simultaneously 
      > really worth considering?
      >
      > 2) Would a single ahars efis with additional gauges for airspeed, 
      > altitude, and some form of attitude/bank such as the ADI from trutrak 
      > or the newer RC Allen unit 
      > http://www.pca.aero/detail/9372/Instrument/R_C__ALLEN/RCA2600_Digital_
      > Gyro/
      > be better/worse than above?
      >
      > 3) Same scenario above but substitute another efis such as a dynon 
      > instead of "steam style gauges" - realestate becomes an issue and is 
      > it feasible if the unit is stuck all the way on the far right of the 
      > panel. If one puts Geoff's carbon fiber panel in is it reasonable to 
      > read the dynon from the left seat if it's on the far right of the 
      > panel? Any different than approaches from the right seat in spam cans?
      >
      > 4) Is having all electric/battery powered instrumentation really a 
      > form of backup? What about lightning strikes? Is it reasonable to 
      > think that any of your all electric attitude information will survive 
      > w/o vaccum gauges. Today there really isn't much of an alternative?
      >
      > 5) Would you consider the electrical system to play a big part of this 
      > decision as in Single Alt-Single Batt, Dual Alt-Single Batt, 
      > Dual-Dual? Obviously most the efis/attitude units can contain their 
      > own backup battery so is the redundancy in the entire electrical 
      > system a "must have" or KISS single-single?
      >
      > Personally I'm leaning towards the #1 solution above with the #5 
      > electrical system designs not really playing much of a part in the 
      > overall decision. I'd hate to one day have some form of issue though 
      > and go "geez wish I'd thrown the extra $3k at it as I'm sweating in 
      > the clouds with a dark panel". But anything that roasts your 
      > electrical system is going to most likely get all of it backup 
      > included. Has this happened?
      >
      > Thanks,
      >
      > -Ben Westfall
      >
      
      
________________________________________________________________________________
From: 
"Ben Westfall" <rv10(at)sinkrate.com>
Subject: 
suitable backup instrumentation for IFR
Date: 
Dec 28, 2009
      
      
      Yes I've read that article a while back and actually I've kept thinking
      about it which is one thing that prompted my questions to the list.
      
      Tim your advice makes sense as always.  Don't loose sight of the goal.  Keep
      your backups as simple as practical to getting on the ground and build your
      primary systems robust enough to hopefully never have to do anything but
      practice with your backups.
      
      Thanks again,
      
      -Ben
      
      
      -----Original Message-----
      From: owner-rv10-list-server(at)matronics.com
      [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of DLM
      Sent: Monday, December 28, 2009 7:50 PM
      Subject: RE: RV10-List: suitable backup instrumentation for IFR
      
      
      I concur that flying IFR in IMC is a new experience with the EFIS. I bought
      and installed a GRT Sport in my Glastar about 2 years before I had the 10
      flying; I flew actual solid in the Glastar. Of Course I left the partial
      panel gauges surrounding my EFIS. In addition I had a TT pictorial pilot AP.
      My electrical system was primary and essential bus with single alternator
      and one odyssey 680 and one 925 as essential. Both of my aircraft have panel
      placard "EFIS FAILURE, Autopilot ON" if in IMC squawk 7700 tune 121.5 and
      Mayday. The message is primarily there for my passengers but it does
      illustrate the essential sequence of considerations. Obviously with a pilot
      in the left seat as opposed to a passenger, a pilot would take more
      considered actions to reduce electrical load and reboot the EFIS. Before we
      put all our eggs in the EFIS basket , I suggest you peruse 
      http://www.alexisparkinn.com/nwpilot's_tranatlantic_flight.htm
      
      
      -----Original Message-----
      From: owner-rv10-list-server(at)matronics.com
      [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Bill Mauledriver
      Watson
      Sent: Monday, December 28, 2009 7:02 PM
      Subject: Re: RV10-List: suitable backup instrumentation for IFR
      
      --> 
      
      Brave.
      
      I think I agree with your assessment - #1 seems pretty sound if the actual
      failure scenarios are worked out, practiced, and known. That is, if EFIS 1
      or AHRS #2 fails, or the 430W GPS fails, what do I do to identify the
      failure, isolate the failed component, and fly with what's left. Maybe all
      that is obvious but not to this yet-to-fly-with-an-EFIS-in-IFR pilot. Am I
      comfortable with it? No. But I think many of us will become comfortable with
      that kind of setup.
      
      The more I think about it, backup batteries seem like a much better approach
      to electron backup over dual/dual. I'm building dual/dual just because I
      like the idea of an all electric airplane that can sit out on the ramp,
      powered up, communicating and plotting weather until the battery dies - and
      still being able to start it up and go. Just because.
      
      I don't think many of us will spend much time in cloud sweating the $3k we
      didn't spend on something. Fear inducing failures are going to be very, very
      rare. When it occurs, it's Mayday time. And you can either keep it upright
      long enough to survive, or not. "Gee, I wish I had the GPS option on my
      ADI..." just isn't going to be a concern... or maybe it will.
      
      The "electromagnetic pulse" issue is a doozy. If it's fission or fusion,
      induced, who cares? If it's Mother doing her thing and you get unlucky,
      hmmm. All electric airplane means you are hoping something survives. AS and
      Alt steam guages means few brain cycles needs to be wasted there but I need
      to know what straight ahead is. Waiting for the EFIS to re-boot is too long.
      If the ADI keeps working, that could do it. Any GPS course readout with
      steam guage AS and Alt could keep me afloat long enough to survive.
      Something electrical has to survive the strike. Or you need to manage your
      flying so you don't get struck.
      
      The work 'survive' seems important to me. Planning for "partial failure
      - complete mission" scenarios seems wrong minded to me. Everything needed is
      expected to work all the time. If something fails, it's a full blown
      emergency requiring only survival. The Cirrus chute starts making sense in
      this environment. "Electron failure in deep IMC, hit the silk!"
      
      Interesting stuff.
      
      Bill "stuck in the house with a cold soaked shop" Watson
      
      
      Ben Westfall wrote:
      >
      > I've been kicking around what I think would be a suitable level of 
      > backup instrumentation for IFR flight in our RV-10's and I haven't 
      > decided so I'd like to spark a conversation about it. I understand 
      > it's up their with primer wars but. I'm curious as to others thoughts 
      > on this.
      >
      > 1) Would you consider dual efis displays from the same manufacturer 
      > with two independent ahars and magnetometers sufficient 
      > instrumentation? Eg dual afs-4500 units w/o additional "steam gauges".
      > Are software glitches that might affect both units simultaneously 
      > really worth considering?
      >
      > 2) Would a single ahars efis with additional gauges for airspeed, 
      > altitude, and some form of attitude/bank such as the ADI from trutrak 
      > or the newer RC Allen unit 
      > http://www.pca.aero/detail/9372/Instrument/R_C__ALLEN/RCA2600_Digital_
      > Gyro/
      > be better/worse than above?
      >
      > 3) Same scenario above but substitute another efis such as a dynon 
      > instead of "steam style gauges" - realestate becomes an issue and is 
      > it feasible if the unit is stuck all the way on the far right of the 
      > panel. If one puts Geoff's carbon fiber panel in is it reasonable to 
      > read the dynon from the left seat if it's on the far right of the 
      > panel? Any different than approaches from the right seat in spam cans?
      >
      > 4) Is having all electric/battery powered instrumentation really a 
      > form of backup? What about lightning strikes? Is it reasonable to 
      > think that any of your all electric attitude information will survive 
      > w/o vaccum gauges. Today there really isn't much of an alternative?
      >
      > 5) Would you consider the electrical system to play a big part of this 
      > decision as in Single Alt-Single Batt, Dual Alt-Single Batt, 
      > Dual-Dual? Obviously most the efis/attitude units can contain their 
      > own backup battery so is the redundancy in the entire electrical 
      > system a "must have" or KISS single-single?
      >
      > Personally I'm leaning towards the #1 solution above with the #5 
      > electrical system designs not really playing much of a part in the 
      > overall decision. I'd hate to one day have some form of issue though 
      > and go "geez wish I'd thrown the extra $3k at it as I'm sweating in 
      > the clouds with a dark panel". But anything that roasts your 
      > electrical system is going to most likely get all of it backup 
      > included. Has this happened?
      >
      > Thanks,
      >
      > -Ben Westfall
      >
      
      
________________________________________________________________________________
From: 
"Dave Leikam" <daveleikam(at)wi.rr.com>
Subject: 
Engine mount ears
Date: 
Dec 29, 2009
      
      I am having trouble finding specific information on attaching the 
      mounting ears to my Van's supplied IO-540.  I know this is a simple 
      procedure, but I am looking for specific washer stacking order and 
      torque values for the nuts along with any other pertinent info.
      
      Dave Leikam
      RV-10 #40496
      N89DA
      Muskego, WI
      
________________________________________________________________________________
From: 
"RV Builder (Michael Sausen)" <rvbuilder(at)sausen.net>
Date: 
Dec 29, 2009
Subject: 
suitable backup instrumentation for IFR
      
      I'm doing a pair of AFS Advanced Decks with a Dynon D10A for backup.  All t
      hree have internal batteries also.
      
      Michael
      
      From: owner-rv10-list-server(at)matronics.com [mailto:owner-rv10-list-server@m
      atronics.com] On Behalf Of Robin Marks
      Sent: Monday, December 28, 2009 7:35 PM
      Subject: RE: RV10-List: suitable backup instrumentation for IFR
      
      Ben,
                  As someone completely unqualified to answer your question in fu
      ll I will take a stab at a partial answer concerning usability of a third s
      creen on the -10 panel. I chose the G900x plus a back up Dynon D100 centere
      d in front of the Co-Pilot's seat.
      
      
                  In setting BARO or acknowledging on the D100 I have to use the 
      far right button and find it to be reachable w/o any difficulty. Do I want 
      to enter in flight plans at that arms length? No. Am I able to refer to tha
      t screen for all the required flight info? Absolutely yes. In an ideal worl
      d I would definitely have placed a simple metal wedge to have the D100 tilt
       more in my direction but still completely usable by the co-pilot. I think 
      that would be the most preferred 3 screen set up. I do like my D100 with in
      tegrated Back Up battery as it seems like a good stand alone back up choice
      .
      I don't think I would ever trust two completely independent systems from th
      e same manufacturer for obvious reasons.
      
      Good luck,
      Robin
      
      From: owner-rv10-list-server(at)matronics.com [mailto:owner-rv10-list-server@m
      atronics.com] On Behalf Of Ben Westfall
      Sent: Monday, December 28, 2009 4:34 PM
      Subject: RV10-List: suitable backup instrumentation for IFR
      
      I've been kicking around what I think would be a suitable level of backup i
      nstrumentation for IFR flight in our RV-10's and I haven't decided so I'd l
      ike to spark a conversation about it.  I understand it's up their with prim
      er wars but... I'm curious as to others thoughts on this.
      
      1)     Would you consider dual efis displays from the same manufacturer wit
      h two independent ahars and magnetometers sufficient instrumentation?  Eg d
      ual afs-4500 units w/o additional "steam gauges".  Are software glitches th
      at might affect both units simultaneously really worth considering?
      2)     Would a single ahars efis with additional gauges for airspeed, altit
      ude, and some form of attitude/bank such as the ADI from trutrak or the new
      er RC Allen unit http://www.pca.aero/detail/9372/Instrument/R_C__ALLEN/RCA2
      600_Digital_Gyro/ be better/worse than above?
      3)     Same scenario above but substitute another efis such as a dynon inst
      ead of "steam style gauges" - realestate becomes an issue and is it feasibl
      e if the unit is stuck all the way on the far right of the panel.  If one p
      uts Geoff's carbon fiber panel in is it reasonable to read the dynon from t
      he left seat if it's on the far right of the panel?  Any different than app
      roaches from the right seat in spam cans?
      4)     Is having all electric/battery powered instrumentation really a form
       of backup?  What about lightning strikes?  Is it reasonable to think that 
      any of your all electric attitude information will survive w/o vaccum gauge
      s.  Today there really isn't much of an alternative?
      5)     Would you consider the electrical system to play a big part of this 
      decision as in Single Alt-Single Batt, Dual Alt-Single Batt, Dual-Dual?  Ob
      viously most the efis/attitude units can contain their own backup battery s
      o is the redundancy in the entire electrical system a "must have" or KISS s
      ingle-single?
      
      Personally I'm leaning towards the #1 solution above with the #5 electrical
       system designs not really playing much of a part in the overall decision. 
       I'd hate to one day have some form of issue though and go "geez wish I'd t
      hrown the extra $3k at it as I'm sweating in the clouds with a dark panel".
        But anything that roasts your electrical system is going to most likely g
      et all of it backup included.  Has this happened?
      
      Thanks,
      
      -Ben Westfall
      
      
      www.aeroelectric.com
      
      www.buildersbooks.com
      
      www.homebuilthelp.com
      
      www.howtocrimp.com
      
      http://www.matronics.com/contribution
      
      http://www.matronics.com/Navigator?RV10-List
      
      http://forums.matronics.com
      
      
________________________________________________________________________________
From: 
"Pascal" <rv10builder(at)verizon.net>
Subject: 
Re: Engine mount ears
Date: 
Dec 29, 2009
      
      My engine came with ears attached but I don't have a Van's IO-540. If 
      the engine didn't come with the ears or they come shipped separate call 
      Vans support they should be able to tell you how it's setup.
      If it's merely putting the engine on the mounts FF1-5 has that info.
      
      From: Dave Leikam 
      Sent: Monday, December 28, 2009 10:33 PM
      Subject: RV10-List: Engine mount ears
      
      
      I am having trouble finding specific information on attaching the 
      mounting ears to my Van's supplied IO-540.  I know this is a simple 
      procedure, but I am looking for specific washer stacking order and 
      torque values for the nuts along with any other pertinent info.
      
      Dave Leikam
      RV-10 #40496
      N89DA
      Muskego, WI
      
      
________________________________________________________________________________
Subject: 
Re: suitable backup instrumentation for IFR
From: 
"johngoodman" <johngoodman(at)earthlink.net>
Date: 
Dec 29, 2009
      
      
      A D-10A with battery backup is sufficient for a backup. The only question is, will
      it reboot on it's battery if everything got fried. Unless you have a vacuum
      pump, electrically driven gyros and turn-and-banks are gone, as well. The only
      thing left is pitot & static - assuming you have something mechanical attached
      to them. A wet compass and flashlight would still work, of course.
      
      Which begs the question - what are you doing in a lightning storm IMC at night.
      The actual odds are that you will be in a position to rapidly find VMC conditions.
      You should have an idea where the bottoms are and your position, because
      you always have a Sectional in your hand, right? A hand held 696 suddenly sounds
      like a good idea.
      John
      
      --------
      #40572 QB Fuselage, wings finished. Finish Kit progressing. Engine on floor &
      Panel delivery soon.
      N711JG reserved
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=279090#279090
      
      
________________________________________________________________________________
Subject: 
Plenum with Lightspeed ignition
From: 
"Eric_Kallio" <scout019(at)msn.com>
Date: 
Dec 29, 2009
      
      
      Anyone out there install the Sam James plenum with a lightspeed ignition? I am
      using the Plenum and cowling from Sam and Will James, however with the ignition
      coils mounted on top, I don't imagine the plenum will fit without more modifications
      than will already be necessary. Has anyone else used this setup that
      can explain how they addressed the issue? 
      
      Eric Kallio
      N518RV FWF and panel installation.
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=279091#279091
      
      
________________________________________________________________________________
From: 
"RV Builder (Michael Sausen)" <rvbuilder(at)sausen.net>
Date: 
Dec 29, 2009
Subject: 
suitable backup instrumentation for IFR
      
      Oh, I should also mention that I will be using a 496 for weather which coul
      d act as a worse case tie breaker using their simulated panel page.
      
      Michael
      
      From: Michael Sausen On Behalf Of RV Builder (Michael Sausen)
      Sent: Tuesday, December 29, 2009 8:50 AM
      Subject: RE: RV10-List: suitable backup instrumentation for IFR
      
      I'm doing a pair of AFS Advanced Decks with a Dynon D10A for backup.  All t
      hree have internal batteries also.
      
      Michael
      
      From: owner-rv10-list-server(at)matronics.com [mailto:owner-rv10-list-server@m
      atronics.com] On Behalf Of Robin Marks
      Sent: Monday, December 28, 2009 7:35 PM
      Subject: RE: RV10-List: suitable backup instrumentation for IFR
      
      Ben,
                  As someone completely unqualified to answer your question in fu
      ll I will take a stab at a partial answer concerning usability of a third s
      creen on the -10 panel. I chose the G900x plus a back up Dynon D100 centere
      d in front of the Co-Pilot's seat.
      
      
                  In setting BARO or acknowledging on the D100 I have to use the 
      far right button and find it to be reachable w/o any difficulty. Do I want 
      to enter in flight plans at that arms length? No. Am I able to refer to tha
      t screen for all the required flight info? Absolutely yes. In an ideal worl
      d I would definitely have placed a simple metal wedge to have the D100 tilt
       more in my direction but still completely usable by the co-pilot. I think 
      that would be the most preferred 3 screen set up. I do like my D100 with in
      tegrated Back Up battery as it seems like a good stand alone back up choice
      .
      I don't think I would ever trust two completely independent systems from th
      e same manufacturer for obvious reasons.
      
      Good luck,
      Robin
      
      From: owner-rv10-list-server(at)matronics.com [mailto:owner-rv10-list-server@m
      atronics.com] On Behalf Of Ben Westfall
      Sent: Monday, December 28, 2009 4:34 PM
      Subject: RV10-List: suitable backup instrumentation for IFR
      
      I've been kicking around what I think would be a suitable level of backup i
      nstrumentation for IFR flight in our RV-10's and I haven't decided so I'd l
      ike to spark a conversation about it.  I understand it's up their with prim
      er wars but... I'm curious as to others thoughts on this.
      
      1)     Would you consider dual efis displays from the same manufacturer wit
      h two independent ahars and magnetometers sufficient instrumentation?  Eg d
      ual afs-4500 units w/o additional "steam gauges".  Are software glitches th
      at might affect both units simultaneously really worth considering?
      2)     Would a single ahars efis with additional gauges for airspeed, altit
      ude, and some form of attitude/bank such as the ADI from trutrak or the new
      er RC Allen unit http://www.pca.aero/detail/9372/Instrument/R_C__ALLEN/RCA2
      600_Digital_Gyro/ be better/worse than above?
      3)     Same scenario above but substitute another efis such as a dynon inst
      ead of "steam style gauges" - realestate becomes an issue and is it feasibl
      e if the unit is stuck all the way on the far right of the panel.  If one p
      uts Geoff's carbon fiber panel in is it reasonable to read the dynon from t
      he left seat if it's on the far right of the panel?  Any different than app
      roaches from the right seat in spam cans?
      4)     Is having all electric/battery powered instrumentation really a form
       of backup?  What about lightning strikes?  Is it reasonable to think that 
      any of your all electric attitude information will survive w/o vaccum gauge
      s.  Today there really isn't much of an alternative?
      5)     Would you consider the electrical system to play a big part of this 
      decision as in Single Alt-Single Batt, Dual Alt-Single Batt, Dual-Dual?  Ob
      viously most the efis/attitude units can contain their own backup battery s
      o is the redundancy in the entire electrical system a "must have" or KISS s
      ingle-single?
      
      Personally I'm leaning towards the #1 solution above with the #5 electrical
       system designs not really playing much of a part in the overall decision. 
       I'd hate to one day have some form of issue though and go "geez wish I'd t
      hrown the extra $3k at it as I'm sweating in the clouds with a dark panel".
        But anything that roasts your electrical system is going to most likely g
      et all of it backup included.  Has this happened?
      
      Thanks,
      
      -Ben Westfall
      
      
      www.aeroelectric.com
      
      www.buildersbooks.com
      
      www.homebuilthelp.com
      
      www.howtocrimp.com
      
      http://www.matronics.com/contribution
      
      http://www.matronics.com/Navigator?RV10-List
      
      http://forums.matronics.com
      
      
________________________________________________________________________________
Date: 
Dec 29, 2009
From: 
Tim Olson <Tim(at)MyRV10.com>
Subject: 
Re: suitable backup instrumentation for IFR
      
      
      Round gauges and a good handheld and some sort of Turn n bank
      or horizon would be a great backup. Especially if your
      Autopilot still works.
      
      Tim Olson - RV-10 N104CD
      
      
      johngoodman wrote:
      > 
      > 
      > A D-10A with battery backup is sufficient for a backup. The only
      > question is, will it reboot on it's battery if everything got fried.
      > Unless you have a vacuum pump, electrically driven gyros and
      > turn-and-banks are gone, as well. The only thing left is pitot &
      > static - assuming you have something mechanical attached to them. A
      > wet compass and flashlight would still work, of course.
      > 
      > Which begs the question - what are you doing in a lightning storm IMC
      > at night. The actual odds are that you will be in a position to
      > rapidly find VMC conditions. You should have an idea where the
      > bottoms are and your position, because you always have a Sectional in
      > your hand, right? A hand held 696 suddenly sounds like a good idea. 
      > John
      > 
      > -------- #40572 QB Fuselage, wings finished. Finish Kit progressing.
      > Engine on floor & Panel delivery soon. N711JG reserved
      > 
      > 
      > 
      > 
      > Read this topic online here:
      > 
      > http://forums.matronics.com/viewtopic.php?p=279090#279090
      > 
      > 
      > 
      > 
      > 
      > 
      > 
      > 
      > 
      > 
      
      
________________________________________________________________________________
Date: 
Dec 29, 2009
From: 
Bill Mauledriver Watson <MauleDriver(at)nc.rr.com>
Subject: 
Re: suitable backup instrumentation for IFR
      
      
      Tim, what's your latest assessment of the TT ADI as a backup 
      instrument?  I know you've been ambivalent about the ADI versus a T&B.  
      Wondering how you feel after hundreds of hours?
      
      BTW, I've gone the round guage ASI & Alt with the ADI (and TT AP) 
      finishing up the backup row.  The mini-format guages made it easier to 
      fit than the big guages.
      
      Bill
      
      Tim Olson wrote:
      >
      > Round gauges and a good handheld and some sort of Turn n bank
      > or horizon would be a great backup. Especially if your
      > Autopilot still works.
      >
      > Tim Olson - RV-10 N104CD
      >
      >
      > j
      
      
________________________________________________________________________________
From: 
"Bob-tcw" <rnewman(at)tcwtech.com>
Subject: 
pressure testing fuel and break lines
Date: 
Dec 29, 2009
      
      I'm finishing up work inside the tunnel including a change out of my low 
      pressure fuel pump to the new Andair fuel pump. (converting my engine 
      over to fuel injection from a carburetor) and preparations for a return 
      fuel line for use with a purge valve.    With all these new connections 
      I decided it would be a good idea to pressure test my fuel lines prior 
      to declaring completion of the task.   I made up a test rig with a 
      Schrader valve and 0-80 psi gauge and connected it to each wing tank 
      line and filled the system with 40 psi air.   
      
      After filling the system with air (40 psi) and tightening the obvious 
      leakers I'm now indicating about a 1 psi per hour leak down, however 
      using refrigerant grade bubbling solution has yielded no more obvious 
      leaks..(Its very difficult to fully swab down the andair fuel valve 
      itself, but I have done every connection)
      
      Has anyone else done this sort of testing and if so did you get to zero 
      psi drop?
      
      
      Thanks,
      Bob Newman
      40176
      
      www.tcwtech.com
      
________________________________________________________________________________
Date: 
Dec 29, 2009
From: 
Deems Davis <deemsdavis(at)cox.net>
Subject: 
Re: Plenum with Lightspeed ignition
      
      
      Eric
      
      Ed Hayden has Lightspeeds and the Plenum/Cowl no modifications were 
      necessary for the LS. here's an album with several pictures of his 
      plenum installation.
      
      http://deemsrv10.com/album/Ed%20Hayden%20RV-10/index.html
      
      Deems Davis
      N519PJ
      www.deemsrv10.com
      
      Eric_Kallio wrote:
      >
      > Anyone out there install the Sam James plenum with a lightspeed ignition? I am
      using the Plenum and cowling from Sam and Will James, however with the ignition
      coils mounted on top, I don't imagine the plenum will fit without more modifications
      than will already be necessary. Has anyone else used this setup that
      can explain how they addressed the issue? 
      >
      > Eric Kallio
      > N518RV FWF and panel installation.
      >
      >
      >   
      
      
________________________________________________________________________________
Subject: 
Plenum with Lightspeed ignition
Date: 
Dec 29, 2009
From: 
"Robin Marks" <robin1(at)mrmoisture.com>
      
      
      Eric,
      	As the owner of a flying -10 James cowl and (highly modified)
      plenum I would CONSIDER a baffling system over the plenum if I had
      already committed to the cowl and knowing what I know now. I see
      absolutely no benefit to my plenum and several negative considerations
      with installing the plenum. These include a complicated mod to fit
      around the oil dip stick. A modification everyone has to do because the
      plenum does not align with cowl (who would have ever guessed one would
      use their SJ -10 plenum with their SJ -10 cowl). The issue you mention
      with using alternative ignition systems and the fact that for me to take
      off the cowl is about a 4 minute job. Add another 10+ minutes off and
      10+ minutes on. What looks like 8 minutes (round trip) for a cowl is
      something closer to 30 minutes every time you want access to the top
      deck of your engine (or ignition system, fuel lines, spark plugs, turbo
      nozzles [yes you will eventually be adding turbo nozzles]). 
      The benefits of the plenum? Speed, no as far as I can tell Tim's plane
      is faster than mine and he has 33 less Hp (but generally flies in cooler
      OAT's than I), good looks, not really kind of hard to see, cooler
      temps... well that is another story all together.
      	Don't get me wrong I don't know the unintended consequences to
      using a baffle system with the James cowl but I do know that all the
      benefits I thought I would be getting with the Plenum have not
      materialized while several un-beneficial items have making the plenum a
      net negative in my mind. 
      
      Good luck & Happy New Year,
      Robin
      
      -----Original Message-----
      From: owner-rv10-list-server(at)matronics.com
      [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Eric_Kallio
      Sent: Tuesday, December 29, 2009 8:05 AM
      Subject: RV10-List: Plenum with Lightspeed ignition
      
      
      Anyone out there install the Sam James plenum with a lightspeed
      ignition? I am using the Plenum and cowling from Sam and Will James,
      however with the ignition coils mounted on top, I don't imagine the
      plenum will fit without more modifications than will already be
      necessary. Has anyone else used this setup that can explain how they
      addressed the issue? 
      
      Eric Kallio
      N518RV FWF and panel installation.
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=279091#279091
      
      
________________________________________________________________________________
Subject: 
Re: suitable backup instrumentation for IFR
From: 
ricksked(at)cox.net
Date: 
Dec 29, 2009
      
      
      If I did it again I'd use the Mid Continent 2.5 ADI, that instrument is very compact
      and fully independent..I have their CDI for Nav backup tied to either the
      GPS or SL-30, I use it as a X reference in flight...the Loc/GS is super sweet...I
      do have the TT turn and bank....I don't like the lag it exhibits and I think
      their ADI is the same
      
      Rick Sked
      N246RS
      ------Original Message------
      From: Bill Mauledriver Watson
      Sender: owner-rv10-list-server(at)matronics.com
      ReplyTo: rv10-list(at)matronics.com
      Sent: Dec 29, 2009 9:12 AM
      Subject: Re: RV10-List: Re: suitable backup instrumentation for IFR
      
      
      Tim, what's your latest assessment of the TT ADI as a backup 
      instrument?  I know you've been ambivalent about the ADI versus a T&B.  
      Wondering how you feel after hundreds of hours?
      
      BTW, I've gone the round guage ASI & Alt with the ADI (and TT AP) 
      finishing up the backup row.  The mini-format guages made it easier to 
      fit than the big guages.
      
      Bill
      
      Tim Olson wrote:
      >
      > Round gauges and a good handheld and some sort of Turn n bank
      > or horizon would be a great backup. Especially if your
      > Autopilot still works.
      >
      > Tim Olson - RV-10 N104CD
      >
      >
      > j
      
      
      Sent via BlackBerry by AT&T
      
      
________________________________________________________________________________
From: 
Dave Saylor <dave.saylor.aircrafters(at)gmail.com>
Date: 
Dec 29, 2009
Subject: 
Re: suitable backup instrumentation for IFR
      
      One thing I would add is that whatever backup you decide on, it's important
      to place it in a position that's easy for the pilot to use.  If the day
      comes when you really need that backup, it's going to be a stressful
      situation and you'll want as much as possible in your favor.  It's tempting
      to place the backup in front of right seat, but if you don't have a great
      view of it, it might as well not be there.
      
      A D10 or ADI would be marginal for the pilot if optimized for the right
      seat.  I'd hate to fly an approach on the backup in any case, and having it
      way out of your field of view would make it even worse.  I placed my D10
      immediately above and to the right of my primary, like this:
      
      http://www.advanced-flight-systems.com/Installations/SaylorPlan.jpg
      
      Dave Saylor
      AirCrafters LLC
      140 Aviation Way
      Watsonville, CA 95076
      831-722-9141 Shop
      831-750-0284 Cell
      
________________________________________________________________________________
Subject: 
Re: suitable backup instrumentation for IFR
From: 
"Bob Turner" <bobturner(at)alum.rpi.edu>
Date: 
Dec 29, 2009
      
      
      With the discussion of what's on the panel should the electricity fail, has anyone
      thought about the trim? Do the 2-buss people have trim on their emergency
      buss?
      Flying a partial panel approach without working trim is tough - I'd probably opt
      to fly the approach at whatever speed the trim was stuck at, rather than attempt
      to hold constant pitch pressure.
      
      --------
      Bob Turner
      RV-10 QB
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=279121#279121
      
      
________________________________________________________________________________
From: 
"DLM" <dlm46007(at)cox.net>
Subject: 
Navworx
Date: 
Dec 29, 2009
      
      I spoke with Bill Moffit? there; their website was updated but seems o be
      still inaccessible (at least to me). They are still awaiting approval for
      the transceiver version. The receive only version is available. I found them
      by Google of the navwork corp. and calling their number in Rowllet TX.
      
________________________________________________________________________________
Subject: 
Re: navworx
From: 
"orchidman" <gary(at)wingscc.com>
Date: 
Dec 29, 2009
      
      
      [quote="dlm46007(at)cox.net"]I spoke with Bill  Moffit? there; their website was
      updated but seems o be still inaccessible (at  least to me). They are still
      awaiting approval for the transceiver version. The  receive only version is available.
      I found them by Google of the navwork corp.  and calling their number
      in Rowllet TX.
         
      > [b]
      
      http://www.navworx.com/ has been working for me for the past 2 days.
      
      --------
      Gary Blankenbiller
      RV10 - # 40674
      (N2GB Flying)
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=279131#279131
      
      
________________________________________________________________________________
From: 
"DLM" <dlm46007(at)cox.net>
Subject: 
Re: navworx
Date: 
Dec 29, 2009
      
      
      Your link does not work in AZ 
      
      -----Original Message-----
      From: owner-rv10-list-server(at)matronics.com
      [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of orchidman
      Sent: Tuesday, December 29, 2009 1:43 PM
      Subject: RV10-List: Re: navworx
      
      
      [quote="dlm46007(at)cox.net"]I spoke with Bill  Moffit? there; their website
      was updated but seems o be still inaccessible (at  least to me). They are
      still awaiting approval for the transceiver version. The  receive only
      version is available. I found them by Google of the navwork corp.  and
      calling their number in Rowllet TX.
         
      > [b]
      
      http://www.navworx.com/ has been working for me for the past 2 days.
      
      --------
      Gary Blankenbiller
      RV10 - # 40674
      (N2GB Flying)
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=279131#279131
      
      
________________________________________________________________________________
From: 
"Richard Gurley" <rngurley(at)att.net>
Subject: 
Re: navworx
Date: 
Dec 29, 2009
      
      
      It does not work for me either in IN
      
      -----Original Message-----
      From: owner-rv10-list-server(at)matronics.com
      [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of DLM
      Sent: Tuesday, December 29, 2009 4:46 PM
      Subject: RE: RV10-List: Re: navworx
      
      
      Your link does not work in AZ 
      
      -----Original Message-----
      From: owner-rv10-list-server(at)matronics.com
      [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of orchidman
      Sent: Tuesday, December 29, 2009 1:43 PM
      Subject: RV10-List: Re: navworx
      
      
      [quote="dlm46007(at)cox.net"]I spoke with Bill  Moffit? there; their website
      was updated but seems o be still inaccessible (at  least to me). They are
      still awaiting approval for the transceiver version. The  receive only
      version is available. I found them by Google of the navwork corp.  and
      calling their number in Rowllet TX.
         
      > [b]
      
      http://www.navworx.com/ has been working for me for the past 2 days.
      
      --------
      Gary Blankenbiller
      RV10 - # 40674
      (N2GB Flying)
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=279131#279131
      
      
________________________________________________________________________________
From: 
"DLM" <dlm34077(at)cox.net>
Subject: 
FW: ADS600 Installation Manual Attached
Date: 
Dec 29, 2009
      
      Someone was asking about Navworx; Enclosed are the latest install documents.
      
        _____  
      
      From: Bill [mailto:billm(at)navworx.com] 
      Sent: Tuesday, December 29, 2009 12:57 PM
      Subject: ADS600 Installation Manual Attached
      
      
      David,
      
      I've attached the ADS600 installation manual for your review.  Please feel
      free to contact me if you have any questions.
      Best Regards,
      Bill Moffitt
      NavWorx Incorporated
      888-628-9679
      972-475-5613 (main)
      469-644-2459 (cell)
      469-327-2683 (fax)
      www.navworx.com 
      
        _____  
      
        	You are subscribed as . Click here
        to manage your email
      subscription preferences.
      Click here
        or reply to this email
      with 'unsubscribe' in the subject to unsubscribe from this list or if you
      feel you have received this message in error.
      This message was sent from NavWorx Inc. 3906 Industrial St. Suite 100
      Rowlett TX 75088 United States. Click here
        to report email abuse.
      	
      
________________________________________________________________________________
Date: 
Dec 29, 2009
From: 
Tim Olson <Tim(at)MyRV10.com>
Subject: 
Re: navworx
      
      
      Works in Wisconsin. :)
      
      Does look like they have some possible misconfiguration
      with their DNS records or hosting though, so rather than just
      ranting about it, I figured I'd do some quick troubleshooting
      and send them what I could so that they can get it taken
      care of.  DNS issues can take a day or two to go away
      once they're fixed, depending on the TTL settings.
      
      I'm sure they will get it worked out. I had email
      back and forth with Bill as recent as yesterday afternoon.
      
      Tim
      
      
      DLM wrote:
      > 
      > Your link does not work in AZ 
      > 
      > -----Original Message-----
      > From: owner-rv10-list-server(at)matronics.com
      > [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of orchidman
      > Sent: Tuesday, December 29, 2009 1:43 PM
      > To: rv10-list(at)matronics.com
      > Subject: RV10-List: Re: navworx
      > 
      > 
      > [quote="dlm46007(at)cox.net"]I spoke with Bill  Moffit? there; their website
      > was updated but seems o be still inaccessible (at  least to me). They are
      > still awaiting approval for the transceiver version. The  receive only
      > version is available. I found them by Google of the navwork corp.  and
      > calling their number in Rowllet TX.
      >    
      >> [b]
      > 
      > http://www.navworx.com/ has been working for me for the past 2 days.
      > 
      > --------
      > Gary Blankenbiller
      > RV10 - # 40674
      > (N2GB Flying)
      > 
      > 
      > 
      > 
      > Read this topic online here:
      > 
      > http://forums.matronics.com/viewtopic.php?p=279131#279131
      > 
      > 
      > 
      > 
      > 
      > 
      > 
      > 
      > 
      > 
      > 
      > 
      > 
      > 
      
      
________________________________________________________________________________
Subject: 
Re: navworx
Date: 
Dec 29, 2009
From: 
"Bobby J. Hughes" <bhughes(at)qnsi.net>
      
      
      Works in Texas 
      
      -----Original Message-----
      From: owner-rv10-list-server(at)matronics.com
      [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Richard
      Gurley
      Sent: Tuesday, December 29, 2009 3:58 PM
      Subject: RE: RV10-List: Re: navworx
      
      
      It does not work for me either in IN
      
      -----Original Message-----
      From: owner-rv10-list-server(at)matronics.com
      [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of DLM
      Sent: Tuesday, December 29, 2009 4:46 PM
      Subject: RE: RV10-List: Re: navworx
      
      
      Your link does not work in AZ 
      
      -----Original Message-----
      From: owner-rv10-list-server(at)matronics.com
      [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of orchidman
      Sent: Tuesday, December 29, 2009 1:43 PM
      Subject: RV10-List: Re: navworx
      
      
      [quote="dlm46007(at)cox.net"]I spoke with Bill  Moffit? there; their
      website was updated but seems o be still inaccessible (at  least to me).
      They are still awaiting approval for the transceiver version. The
      receive only version is available. I found them by Google of the navwork
      corp.  and calling their number in Rowllet TX.
         
      > [b]
      
      http://www.navworx.com/ has been working for me for the past 2 days.
      
      --------
      Gary Blankenbiller
      RV10 - # 40674
      (N2GB Flying)
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=279131#279131
      
      
________________________________________________________________________________
Subject: 
Re: navworx
Date: 
Dec 29, 2009
From: 
"Bobby J. Hughes" <bhughes(at)qnsi.net>
      
      
      Works in Texas 
      
      -----Original Message-----
      From: owner-rv10-list-server(at)matronics.com
      [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Richard
      Gurley
      Sent: Tuesday, December 29, 2009 3:58 PM
      Subject: RE: RV10-List: Re: navworx
      
      
      It does not work for me either in IN
      
      -----Original Message-----
      From: owner-rv10-list-server(at)matronics.com
      [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of DLM
      Sent: Tuesday, December 29, 2009 4:46 PM
      Subject: RE: RV10-List: Re: navworx
      
      
      Your link does not work in AZ 
      
      -----Original Message-----
      From: owner-rv10-list-server(at)matronics.com
      [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of orchidman
      Sent: Tuesday, December 29, 2009 1:43 PM
      Subject: RV10-List: Re: navworx
      
      
      [quote="dlm46007(at)cox.net"]I spoke with Bill  Moffit? there; their
      website was updated but seems o be still inaccessible (at  least to me).
      They are still awaiting approval for the transceiver version. The
      receive only version is available. I found them by Google of the navwork
      corp.  and calling their number in Rowllet TX.
         
      > [b]
      
      http://www.navworx.com/ has been working for me for the past 2 days.
      
      --------
      Gary Blankenbiller
      RV10 - # 40674
      (N2GB Flying)
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=279131#279131
      
      
________________________________________________________________________________
From: 
Luis Rodriguez <luis(at)cristabelle.net>
Subject: 
Re: navworx
Date: 
Dec 29, 2009
      
      
      Give more time for the DNS to propagate.
      
      Sent from my iPod
      
      On Dec 29, 2009, at 5:20 PM, "Bobby J. Hughes"  wrote:
      
      >
      >
      > Works in Texas
      >
      > -----Original Message-----
      > From: owner-rv10-list-server(at)matronics.com
      > [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Richard
      > Gurley
      > Sent: Tuesday, December 29, 2009 3:58 PM
      > To: rv10-list(at)matronics.com
      > Subject: RE: RV10-List: Re: navworx
      >
      >
      > It does not work for me either in IN
      >
      > -----Original Message-----
      > From: owner-rv10-list-server(at)matronics.com
      > [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of DLM
      > Sent: Tuesday, December 29, 2009 4:46 PM
      > To: rv10-list(at)matronics.com
      > Subject: RE: RV10-List: Re: navworx
      >
      >
      > Your link does not work in AZ
      >
      > -----Original Message-----
      > From: owner-rv10-list-server(at)matronics.com
      > [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of orchidman
      > Sent: Tuesday, December 29, 2009 1:43 PM
      > To: rv10-list(at)matronics.com
      > Subject: RV10-List: Re: navworx
      >
      >
      > [quote="dlm46007(at)cox.net"]I spoke with Bill  Moffit? there; their
      > website was updated but seems o be still inaccessible (at  least to  
      > me).
      > They are still awaiting approval for the transceiver version. The
      > receive only version is available. I found them by Google of the  
      > navwork
      > corp.  and calling their number in Rowllet TX.
      >
      >> [b]
      >
      > http://www.navworx.com/ has been working for me for the past 2 days.
      >
      > --------
      > Gary Blankenbiller
      > RV10 - # 40674
      > (N2GB Flying)
      >
      >
      > Read this topic online here:
      >
      > http://forums.matronics.com/viewtopic.php?p=279131#279131
      >
      >
      
      
________________________________________________________________________________
Date: 
Dec 29, 2009
From: 
Don McDonald <building_partner(at)yahoo.com>
Subject: 
Re: Door Hinges
      
      Jim Rore..... I need an address...
      -
      For the rest of you guys that wanted a set..... they're on the way....- P
      atrick, from Australia,,, it's gonna take a while to get there!
      
      --- On Tue, 12/22/09, pilotdds(at)aol.com  wrote:
      
      
      From: pilotdds(at)aol.com <pilotdds(at)aol.com>
      Subject: Re: RV10-List: Door Hinges
      Date: Tuesday, December 22, 2009, 8:49 AM
      
      
      Don I would love a set-thanks jim
      
      -----Original Message-----
      From: Don McDonald <building_partner(at)yahoo.com>
      Sent: Sun, Dec 20, 2009 10:37 pm
      Subject: RE: RV10-List: Door Hinges
      
      
      I made up about 40 sets of these.... because it was just as easy to make 40
       as it was 4.- I had them painted prior to installation... that way the h
      inges underneath were also totally painted.- Don't have any pics of what 
      they look like afterward.... maybe I'll shoot those tomorrow.- If anybody
       wants a set of 4, let me know....send me an address... cost... $20 includi
      ng shipping.... again not trying to make money here, just get some parts ou
      t there to my fellow 10 guys.
      Damn this planbe is fun to fly.
      Don McDonald
      Broke the 100 hour mark this weekend.
      
      --- On Sun, 12/20/09, Roxanne and Mike Lefever  wrote:
      
      
      From: Roxanne and Mike Lefever <roxianmike(at)msn.com>
      Subject: RE: RV10-List: Door Hinges
      Date: Sunday, December 20, 2009, 8:51 PM
      
      
      #yiv1962610365 #AOLMsgPart_3_eafa0d00-6015-4db2-8540-45a7f7b8bc1d td{color:
      black;}#yiv1962610365 #AOLMsgPart_3_eafa0d00-6015-4db2-8540-45a7f7b8bc1d #y
      iv2008558399 .hmmessage P{margin:0px;padding:0px;}#yiv1962610365 #AOLMsgPar
      t_3_eafa0d00-6015-4db2-8540-45a7f7b8bc1d #yiv2008558399 {font-size:10pt;fon
      t-family:Verdana;}
      Thanks!
      -
      
      
      From: rv10builder(at)verizon.net
      Subject: Re: RV10-List: Door Hinges
      Date: Sun, 20 Dec 2009 18:55:53 -0800
      
      
      #yiv1962610365 #AOLMsgPart_3_eafa0d00-6015-4db2-8540-45a7f7b8bc1d td{color:
      black;}#yiv1962610365 #AOLMsgPart_3_eafa0d00-6015-4db2-8540-45a7f7b8bc1d #y
      iv2008558399 .ExternalClass .ecxhmmessage P{padding:0px;}#yiv1962610365 #AO
      LMsgPart_3_eafa0d00-6015-4db2-8540-45a7f7b8bc1d #yiv2008558399 .ExternalCla
      ss body.ecxhmmessage{font-size:10pt;font-family:Verdana;}
      
      I recall that that I needed to flip the hinges, basically the high end goes
       on the-back end-of the front hinge and the forward end-of the back h
      inge.
      Don MacDonald makes the plates. They are very nice. 
      P
      -
      -
      
      
      From: Roxanne and Mike Lefever 
      Sent: Sunday, December 20, 2009 5:10 PM
      Subject: RV10-List: Door Hinges
      
      I finished making the doors today and assembled the hinges. I notice that t
      he hinges(the half for the cabin; and the half for the door) are not on the
       same planes, nor even parallel planes...................looking at the pla
      ns there no mention of this and which may be appropriate for the fore and a
      ft........Anyone have advise on which to put in each location?
      -
      Moreover, while the welds look fine, the hinges aren't very attractive and 
      the hinge intersections will be visible.- Is there anyone producing any a
      ftermarket replacement......hopefully machined?
      -
      Mike Lefever
      RV-10 "finish" kit
      
      
      href="http://www.aeroelectric.com">www.aeroelectric.com
      href="http://www.buildersbooks.com">www.buildersbooks.com
      href="http://www.homebuilthelp.com">www.homebuilthelp.com
      href="http://www.howtocrimp.com">www.howtocrimp.com
      href="http://www.matronics.com/contribution">http://www.matronics.com/chr
      ef="http://www.matronics.com/Navigator?RV10-List">http://www.matronics.co
      m/Navigator?RV10-List
      href="http://forums.matronics.com">http://forums.matronics.com
      
      
      lectric.com
      /">www.buildersbooks.com
      ebuilthelp.com
      p.com
      ww.matronics.com/contribution
      ttp://www.matronics.com/Navigator?RV10-List
      ronics.com
      
      
      _blank rel=nofollow>www.aeroelectric.com
      /" target=_blank rel=nofollow>www.buildersbooks.com
      =_blank rel=nofollow>www.homebuilthelp.com
      nk rel=nofollow>www.howtocrimp.com
      blank rel=nofollow>http://www.matronics.com/contribution
      get=_blank rel=nofollow>http://www.matronics.com/Navigator?RV10-List
      =nofollow>http://forums.matronics.com
      
      
      =0A=0A=0A      
      
________________________________________________________________________________
From: 
"DLM" <dlm46007(at)cox.net>
Subject: 
Re: navworx
Date: 
Dec 29, 2009
      
      
      How? 
      
      -----Original Message-----
      From: owner-rv10-list-server(at)matronics.com
      [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Luis Rodriguez
      Sent: Tuesday, December 29, 2009 4:08 PM
      Subject: Re: RV10-List: Re: navworx
      
      
      Give more time for the DNS to propagate.
      
      Sent from my iPod
      
      On Dec 29, 2009, at 5:20 PM, "Bobby J. Hughes"  wrote:
      
      >
      >
      > Works in Texas
      >
      > -----Original Message-----
      > From: owner-rv10-list-server(at)matronics.com
      > [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Richard 
      > Gurley
      > Sent: Tuesday, December 29, 2009 3:58 PM
      > To: rv10-list(at)matronics.com
      > Subject: RE: RV10-List: Re: navworx
      >
      >
      > It does not work for me either in IN
      >
      > -----Original Message-----
      > From: owner-rv10-list-server(at)matronics.com
      > [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of DLM
      > Sent: Tuesday, December 29, 2009 4:46 PM
      > To: rv10-list(at)matronics.com
      > Subject: RE: RV10-List: Re: navworx
      >
      >
      > Your link does not work in AZ
      >
      > -----Original Message-----
      > From: owner-rv10-list-server(at)matronics.com
      > [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of orchidman
      > Sent: Tuesday, December 29, 2009 1:43 PM
      > To: rv10-list(at)matronics.com
      > Subject: RV10-List: Re: navworx
      >
      >
      > [quote="dlm46007(at)cox.net"]I spoke with Bill  Moffit? there; their 
      > website was updated but seems o be still inaccessible (at  least to 
      > me).
      > They are still awaiting approval for the transceiver version. The 
      > receive only version is available. I found them by Google of the 
      > navwork corp.  and calling their number in Rowllet TX.
      >
      >> [b]
      >
      > http://www.navworx.com/ has been working for me for the past 2 days.
      >
      > --------
      > Gary Blankenbiller
      > RV10 - # 40674
      > (N2GB Flying)
      >
      >
      > Read this topic online here:
      >
      > http://forums.matronics.com/viewtopic.php?p=279131#279131
      >
      >
      
      
________________________________________________________________________________
From: 
"Pascal" <rv10builder(at)verizon.net>
Subject: 
Re: Door Hinges
Date: 
Dec 29, 2009
      
      sometimes the good things in life take time.. those hinges are nice for 
      sure and worth the wait.
      
      Don; you should start a webpage with all the great upgrades you have 
      made for the RV-10, the axle extensions, the front axle nut tool, the 
      hinges and headset brackets.. all very nice work that you should offer 
      to the new builders who missed the group deals before.
      
      
      From: Don McDonald 
      Sent: Tuesday, December 29, 2009 3:29 PM
      Subject: Re: RV10-List: Door Hinges
      
      
            Jim Rore..... I need an address...
      
            For the rest of you guys that wanted a set..... they're on the 
      way....  Patrick, from Australia,,, it's gonna take a while to get 
      there!
      
            --- On Tue, 12/22/09, pilotdds(at)aol.com  wrote:
      
      
              From: pilotdds(at)aol.com <pilotdds(at)aol.com>
              Subject: Re: RV10-List: Door Hinges
              To: rv10-list(at)matronics.com
              Date: Tuesday, December 22, 2009, 8:49 AM
      
      
              Don I would love a set-thanks jim
      
              -----Original Message-----
              From: Don McDonald <building_partner(at)yahoo.com>
              To: rv10-list(at)matronics.com
              Sent: Sun, Dec 20, 2009 10:37 pm
              Subject: RE: RV10-List: Door Hinges
      
      
                    I made up about 40 sets of these.... because it was just 
      as easy to make 40 as it was 4.  I had them painted prior to 
      installation... that way the hinges underneath were also totally 
      painted.  Don't have any pics of what they look like afterward.... maybe 
      I'll shoot those tomorrow.  If anybody wants a set of 4, let me 
      know....send me an address... cost... $20 including shipping.... again 
      not trying to make money here, just get some parts out there to my 
      fellow 10 guys.
                    Damn this planbe is fun to fly.
                    Don McDonald
                    Broke the 100 hour mark this weekend.
      
                    --- On Sun, 12/20/09, Roxanne and Mike Lefever 
       wrote:
      
      
                      From: Roxanne and Mike Lefever <roxianmike(at)msn.com>
                      Subject: RE: RV10-List: Door Hinges
                      To: rv10-list(at)matronics.com
                      Date: Sunday, December 20, 2009, 8:51 PM
      
      
                      Thanks!
                       
      
      ----------------------------------------------------------------
                      From: rv10builder(at)verizon.net
                      To: rv10-list(at)matronics.com
                      Subject: Re: RV10-List: Door Hinges
                      Date: Sun, 20 Dec 2009 18:55:53 -0800
      
      
                      I recall that that I needed to flip the hinges, 
      basically the high end goes on the back end of the front hinge and the 
      forward end of the back hinge.
                      Don MacDonald makes the plates. They are very nice. 
                      P
      
      
                      From: Roxanne and Mike Lefever 
                      Sent: Sunday, December 20, 2009 5:10 PM
                      To: rv10-list(at)matronics.com 
                      Subject: RV10-List: Door Hinges
      
      
                      I finished making the doors today and assembled the 
      hinges. I notice that the hinges(the half for the cabin; and the half 
      for the door) are not on the same planes, nor even parallel 
      planes...................looking at the plans there no mention of this 
      and which may be appropriate for the fore and aft........Anyone have 
      advise on which to put in each location?
                       
                      Moreover, while the welds look fine, the hinges aren't 
      very attractive and the hinge intersections will be visible.  Is there 
      anyone producing any aftermarket replacement......hopefully machined?
                       
                      Mike Lefever
                      RV-10 "finish" kit
      
      
      href="http://www.aeroelectric.com">www.aeroelectric.com
      href="http://www.buildersbooks.com">www.buildersbooks.com
      href="http://www.homebuilthelp.com">www.homebuilthelp.com
      href="http://www.howtocrimp.com">www.howtocrimp.com
      href="http://www.matronics.com/contribution">http://www.matronics.com/c
      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
      
      
      lectric.com
      /">www.buildersbooks.com
      ebuilthelp.com
      p.com
      ww.matronics.com/contribution
      ttp://www.matronics.com/Navigator?RV10-List
      ronics.com
      
      
      _blank rel=nofollow>www.aeroelectric.com
      /" target=_blank rel=nofollow>www.buildersbooks.com
      =_blank rel=nofollow>www.homebuilthelp.com
      nk rel=nofollow>www.howtocrimp.com
      blank rel=nofollow>http://www.matronics.com/contribution
      get=_blank rel=nofollow>http://www.matronics.com/Navigator?RV10-List
      =nofollow>http://forums.matronics.com
      
      
      ollow target=_blank>www.aeroelectric.com
      /" rel=nofollow target=_blank>www.buildersbooks.com
      ofollow target=_blank>www.homebuilthelp.com
      w target=_blank>www.howtocrimp.com
      llow target=_blank>http://www.matronics.com/contribution
      =nofollow target=_blank>http://www.matronics.com/Navigator?RV10-List
      et=_blank>http://forums.matronics.com
      
      
________________________________________________________________________________
Subject: 
Re: suitable backup instrumentation for IFR
Date: 
Dec 29, 2009
From: 
"Perry, Phil" <Phil.Perry(at)netapp.com>
      
      
      Still in the planning session, but it's on the E-bus.  For the marginal
      amount of power it draws, there's really no benefit to moving off the
      E-bus - but there's a whole lot of drawbacks to losing it.  
      
      Same thing for LED cabin lights.  Having two hands to fly the airplane
      in an emergency beats holding a flashlight in one hand, flipping charts
      in the other, and flying the airplane with your knees.  They draw very
      little power and the upside is much greater than the downside.
      
      Phil
      
      
      -----Original Message-----
      From: Bob Turner [mailto:bobturner(at)alum.rpi.edu] 
      Sent: Tuesday, December 29, 2009 12:37 PM
      Subject: RV10-List: Re: suitable backup instrumentation for IFR
      
      
      With the discussion of what's on the panel should the electricity fail,
      has anyone thought about the trim? Do the 2-buss people have trim on
      their emergency buss?
      Flying a partial panel approach without working trim is tough - I'd
      probably opt to fly the approach at whatever speed the trim was stuck
      at, rather than attempt to hold constant pitch pressure.
      
      --------
      Bob Turner
      RV-10 QB
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=279121#279121
      
      
________________________________________________________________________________
Date: 
Dec 30, 2009
From: 
Linn Walters <pitts_pilot(at)bellsouth.net>
Subject: 
Re: suitable backup instrumentation for IFR
      
      
      How about a few panel lights and one white spot for the pilot's lap so 
      you can read a kneeboard and the essential instruments and leave all the 
      other illumination on the main buss?
      Linn
      
      Perry, Phil wrote:
      >
      > Still in the planning session, but it's on the E-bus.  For the marginal
      > amount of power it draws, there's really no benefit to moving off the
      > E-bus - but there's a whole lot of drawbacks to losing it.  
      >
      > Same thing for LED cabin lights.  Having two hands to fly the airplane
      > in an emergency beats holding a flashlight in one hand, flipping charts
      > in the other, and flying the airplane with your knees.  They draw very
      > little power and the upside is much greater than the downside.
      >
      > Phil
      >
      >
      > -----Original Message-----
      > From: Bob Turner [mailto:bobturner(at)alum.rpi.edu] 
      > Sent: Tuesday, December 29, 2009 12:37 PM
      > To: rv10-list(at)matronics.com
      > Subject: RV10-List: Re: suitable backup instrumentation for IFR
      >
      >
      > With the discussion of what's on the panel should the electricity fail,
      > has anyone thought about the trim? Do the 2-buss people have trim on
      > their emergency buss?
      > Flying a partial panel approach without working trim is tough - I'd
      > probably opt to fly the approach at whatever speed the trim was stuck
      > at, rather than attempt to hold constant pitch pressure.
      >
      > --------
      > Bob Turner
      > RV-10 QB
      >
      >
      > Read this topic online here:
      >
      > http://forums.matronics.com/viewtopic.php?p=279121#279121
      >
      >
      >   
      
      
________________________________________________________________________________
From: 
"DLM" <dlm46007(at)cox.net>
Subject: 
Re: suitable backup instrumentation for IFR
Date: 
Dec 30, 2009
      
      
      How about two buses and all each appliance to its own breaker; then make all
      breakers pull able or toggle able. With everything selectable on either bus
      trim can be on either bus and still be useable. My avionics master is a
      toggle able breaker. The single alternator can push power to the essential
      bus through a power diode or through an avionics breaker which connects the
      two buses. The alternator can get its excitation voltage from the essential
      bus battery instead of the main battery if off line. That way I still have
      control over the electric fuel pump for landing as well as any other
      appliances which may be needed for only a short time or after landing. 
      
      -----Original Message-----
      From: owner-rv10-list-server(at)matronics.com
      [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Linn Walters
      Sent: Wednesday, December 30, 2009 7:29 AM
      Subject: Re: RV10-List: Re: suitable backup instrumentation for IFR
      
      --> 
      
      How about a few panel lights and one white spot for the pilot's lap so you
      can read a kneeboard and the essential instruments and leave all the other
      illumination on the main buss?
      Linn
      
      Perry, Phil wrote:
      >
      > Still in the planning session, but it's on the E-bus.  For the 
      > marginal amount of power it draws, there's really no benefit to moving 
      > off the E-bus - but there's a whole lot of drawbacks to losing it.
      >
      > Same thing for LED cabin lights.  Having two hands to fly the airplane 
      > in an emergency beats holding a flashlight in one hand, flipping 
      > charts in the other, and flying the airplane with your knees.  They 
      > draw very little power and the upside is much greater than the downside.
      >
      > Phil
      >
      >
      > -----Original Message-----
      > From: Bob Turner [mailto:bobturner(at)alum.rpi.edu]
      > Sent: Tuesday, December 29, 2009 12:37 PM
      > To: rv10-list(at)matronics.com
      > Subject: RV10-List: Re: suitable backup instrumentation for IFR
      >
      >
      > With the discussion of what's on the panel should the electricity 
      > fail, has anyone thought about the trim? Do the 2-buss people have 
      > trim on their emergency buss?
      > Flying a partial panel approach without working trim is tough - I'd 
      > probably opt to fly the approach at whatever speed the trim was stuck 
      > at, rather than attempt to hold constant pitch pressure.
      >
      > --------
      > Bob Turner
      > RV-10 QB
      >
      >
      > Read this topic online here:
      >
      > http://forums.matronics.com/viewtopic.php?p=279121#279121
      >
      >
      >   
      
      
________________________________________________________________________________
Subject: 
Re: suitable backup instrumentation for IFR
Date: 
Dec 30, 2009
From: 
"Perry, Phil" <Phil.Perry(at)netapp.com>
      
      
      They only draw 20ma (per light) so it's really not worth putting your
      interior lighting behind a lock and then throwing away the key.
      (Assuming LED lighting - haven't done the math on others.)
      
      If you give lighting to all seats your passenger can flip charts for
      you.  Or help you dig through the flight bag that's sitting the back
      seat.  Even at a full 1hr run time 20ma is nothing, but even then you
      probably won't run the lights all the time.  You can turn them on and
      use them for 2 minutes and then shut them off.  That essentially turns
      the consumption into .6ma and you were still able to have lighting.
      
      But even assuming you ran the lights for a full hour at 20ma, that's
      only a second or two of extra run-time taken off your 15A emergency
      load.  I'd trade a couple of seconds for lights.  Having lights
      available for use will help you shave more than a couple of seconds in
      time off your flight.  You'll get your charts quicker, find buttons
      quicker, be able to make decisions quicker.  I'll bet the time ROI is
      well over 1000%.
      
      I just see no benefit to moving them off the E-bus.
      
      Phil
      
      
      -----Original Message-----
      From: Linn Walters [mailto:pitts_pilot(at)bellsouth.net] 
      Sent: Wednesday, December 30, 2009 8:29 AM
      Subject: Re: RV10-List: Re: suitable backup instrumentation for IFR
      
      
      
      How about a few panel lights and one white spot for the pilot's lap so 
      you can read a kneeboard and the essential instruments and leave all the
      
      other illumination on the main buss?
      Linn
      
      Perry, Phil wrote:
      >
      > Still in the planning session, but it's on the E-bus.  For the
      marginal
      > amount of power it draws, there's really no benefit to moving off the
      > E-bus - but there's a whole lot of drawbacks to losing it.  
      >
      > Same thing for LED cabin lights.  Having two hands to fly the airplane
      > in an emergency beats holding a flashlight in one hand, flipping
      charts
      > in the other, and flying the airplane with your knees.  They draw very
      > little power and the upside is much greater than the downside.
      >
      > Phil
      >
      >
      > -----Original Message-----
      > From: Bob Turner [mailto:bobturner(at)alum.rpi.edu] 
      > Sent: Tuesday, December 29, 2009 12:37 PM
      > To: rv10-list(at)matronics.com
      > Subject: RV10-List: Re: suitable backup instrumentation for IFR
      >
      >
      > With the discussion of what's on the panel should the electricity
      fail,
      > has anyone thought about the trim? Do the 2-buss people have trim on
      > their emergency buss?
      > Flying a partial panel approach without working trim is tough - I'd
      > probably opt to fly the approach at whatever speed the trim was stuck
      > at, rather than attempt to hold constant pitch pressure.
      >
      > --------
      > Bob Turner
      > RV-10 QB
      >
      >
      > Read this topic online here:
      >
      > http://forums.matronics.com/viewtopic.php?p=279121#279121
      >
      >
      >   
      
      
________________________________________________________________________________
From: 
"DLM" <dlm46007(at)cox.net>
Subject: 
Re: suitable backup instrumentation for IFR
Date: 
Dec 30, 2009
      
      
      Also I should have some real world knowledge of lightning strikes soon. A
      friend of 40 years was flying the state of Illinois King Air several years
      ago and took a lihtning strike wih the govenor aboard. I will pick his brain
      about this. 
      
      -----Original Message-----
      From: owner-rv10-list-server(at)matronics.com
      [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of DLM
      Sent: Wednesday, December 30, 2009 8:03 AM
      Subject: RE: RV10-List: Re: suitable backup instrumentation for IFR
      
      
      How about two buses and all each appliance to its own breaker; then make all
      breakers pull able or toggle able. With everything selectable on either bus
      trim can be on either bus and still be useable. My avionics master is a
      toggle able breaker. The single alternator can push power to the essential
      bus through a power diode or through an avionics breaker which connects the
      two buses. The alternator can get its excitation voltage from the essential
      bus battery instead of the main battery if off line. That way I still have
      control over the electric fuel pump for landing as well as any other
      appliances which may be needed for only a short time or after landing. 
      
      -----Original Message-----
      From: owner-rv10-list-server(at)matronics.com
      [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Linn Walters
      Sent: Wednesday, December 30, 2009 7:29 AM
      Subject: Re: RV10-List: Re: suitable backup instrumentation for IFR
      
      --> 
      
      How about a few panel lights and one white spot for the pilot's lap so you
      can read a kneeboard and the essential instruments and leave all the other
      illumination on the main buss?
      Linn
      
      Perry, Phil wrote:
      >
      > Still in the planning session, but it's on the E-bus.  For the 
      > marginal amount of power it draws, there's really no benefit to moving 
      > off the E-bus - but there's a whole lot of drawbacks to losing it.
      >
      > Same thing for LED cabin lights.  Having two hands to fly the airplane 
      > in an emergency beats holding a flashlight in one hand, flipping 
      > charts in the other, and flying the airplane with your knees.  They 
      > draw very little power and the upside is much greater than the downside.
      >
      > Phil
      >
      >
      > -----Original Message-----
      > From: Bob Turner [mailto:bobturner(at)alum.rpi.edu]
      > Sent: Tuesday, December 29, 2009 12:37 PM
      > To: rv10-list(at)matronics.com
      > Subject: RV10-List: Re: suitable backup instrumentation for IFR
      >
      >
      > With the discussion of what's on the panel should the electricity 
      > fail, has anyone thought about the trim? Do the 2-buss people have 
      > trim on their emergency buss?
      > Flying a partial panel approach without working trim is tough - I'd 
      > probably opt to fly the approach at whatever speed the trim was stuck 
      > at, rather than attempt to hold constant pitch pressure.
      >
      > --------
      > Bob Turner
      > RV-10 QB
      >
      >
      > Read this topic online here:
      >
      > http://forums.matronics.com/viewtopic.php?p=279121#279121
      >
      >
      >   
      
      
________________________________________________________________________________
Date: 
Dec 30, 2009
From: 
Linn Walters <pitts_pilot(at)bellsouth.net>
Subject: 
loading the buss(s)
      
      DLM wrote:
      >
      My point was to split some distributed loads (like lights) so as to not 
      lose ALL of an item if you have failure of one buss or the other.
      Phil's observation was a good one .... don't put all your eggs in one 
      frying pan.   :-P
      >  How about two buses and all each appliance to its own breaker; then
      >  make all breakers pull able or toggle able.
      I went with two fuse blocks.  One fuse block feeds power to each item 
      mounted on the instrument panel, and is attached to the panel.
      The other fuse block feeds power to all the items mounted on the 
      airframe, and is attached to the airframe, so I really don't have a true 
      essential buss ..... yet.  I contemplated splitting power for the glass 
      panels and radios (two each) ..... but since I only have one ships 
      battery and a backup battery for each glass panel ..... I dunno.  I have 
      alarms for diminished charge current and voltage so I'll know instantly 
      when the alternator or main battery goes offline.
      My panel is completely removable through plugs/sockets or, in the case 
      of main power feeds, a screw (or two .... I'm not done yet!). 
      Be careful ..... a lot of the 'pullable' breakers aren't meant to be 
      used as a switch.
      >  With everything selectable on either bus trim can be on either bus and 
      still be useable.
      That's a lot of redundancy!  And expensive!  A complete redundant 
      electrical system is the next step up!  I think of the essential buss as 
      just that .... powering the minimum that I need to safely fly the 
      airplane if I 'lose something'.
      >  My avionics master is a toggle able breaker.
      >  The single alternator can push power to the essential bus through a
      >  power diode or through an avionics breaker which connects the two
      >  buses. The alternator can get its excitation voltage from the
      >  essential bus battery instead of the main battery if off line. That
      >  way I still have control over the electric fuel pump for landing as
      >  well as any other appliances which may be needed for only a short
      >  time or after landing.
      I'm only interested in getting to the closest airport ..... I'm not 
      interested in having all the 'nice' stuff, like landing lights or boost 
      pump.  I can land without them.  All I really need is my GPS to find the 
      airport, and the equipment to do an IFR approach if necessary.  And I 
      can even do without a radio if necessary.
      >
      >  -----Original Message----- From: owner-rv10-list-server(at)matronics.com
      >  [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Linn
      >  Walters Sent: Wednesday, December 30, 2009 7:29 AM To:
      >  rv10-list(at)matronics.com Subject: Re: RV10-List: Re: suitable backup
      >  instrumentation for IFR
      >
      >  
      >
      >  How about a few panel lights and one white spot for the pilot's lap
      >  so you can read a kneeboard and the essential instruments and leave
      >  all the other illumination on the main buss? Linn
      >
      >  Perry, Phil wrote:
      > > 
      > >
      > > Still in the planning session, but it's on the E-bus.  For the
      > > marginal amount of power it draws, there's really no benefit to
      > > moving off the E-bus - but there's a whole lot of drawbacks to
      > > losing it.
      > >
      > > Same thing for LED cabin lights.  Having two hands to fly the
      > > airplane in an emergency beats holding a flashlight in one hand,
      > > flipping charts in the other, and flying the airplane with your
      > > knees.  They draw very little power and the upside is much greater
      > > than the downside.
      > >
      > > Phil
      > >
      > >
      > >
      > >
      > > -----Original Message----- From: Bob Turner
      > > [mailto:bobturner(at)alum.rpi.edu] Sent: Tuesday, December 29, 2009
      > > 12:37 PM To: rv10-list(at)matronics.com Subject: RV10-List: Re:
      > > suitable backup instrumentation for IFR
      > >
      > > 
      > >
      > > With the discussion of what's on the panel should the electricity
      > > fail, has anyone thought about the trim? Do the 2-buss people have
      > > trim on their emergency buss? Flying a partial panel approach
      > > without working trim is tough - I'd probably opt to fly the
      > > approach at whatever speed the trim was stuck at, rather than
      > > attempt to hold constant pitch pressure.
      > >
      > > -------- Bob Turner RV-10 QB
      > >
      > >
      > >
      > >
      > > Read this topic online here:
      > >
      > > http://forums.matronics.com/viewtopic.php?p=279121#279121
      > >
      > >
      > >
      > >
      > >
      > >
      > >
      > >
      > >
      > >
      > >
      > >
      > >
      > >
      > >
      > >
      > >
      >
      >
      
      
________________________________________________________________________________
Subject: 
Re: navworx
From: 
"NavWorx" <sales(at)navworx.com>
Date: 
Dec 30, 2009
      
      
      I want to thank Tim Olson for contacting us about the website problems that were
      experienced over the last 10 days or so.   We now have the situation corrected
      and everyone should be able to access the website.
      
      On another note, I asked Matt to remove a post that contained our installation
      manual.  We encourage anyone who wants the manual to contact us (preferably by
      signing up for our "newsletter").  As we make improvements or corrections to
      the manual, we'll be able to more easily keep you updated as well.
      
      --------
      Best Regards,
      Bill Moffitt
      NavWorx Incorporated
      888-628-9679
      972-475-5613 (main)
      469-327-2683 (fax)
      www.navworx.com
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=279246#279246
      
      
________________________________________________________________________________
From: 
"DLM" <dlm46007(at)cox.net>
Subject: 
lightning strike
Date: 
Dec 30, 2009
      
      Found one other anecdote: A Lancair took a strike and lost one com port of a
      three screen Chelton system. engine info was lost until he could disconnect
      the third screen. He then was able to access all info albeit on two screens.
      
________________________________________________________________________________
From: 
"DLM" <dlm46007(at)cox.net>
Subject: 
FW: lightning strike
Date: 
Dec 30, 2009
      
      Recived this from a friend
      
      
      This was in the day before EFIS. Both strikes  were in the Merlin.  The
      first one we were climbing out of Dallas dodging thunderstorms at 8 to 10
      thousand feet when we got hit---We immediately lost both radios and the
      autopilot.  We did get communication back eventually but I can't remember
      about the autopilot.  The nose cone was mush and there were several pinholes
      around the plane, mostly on wing tips and the bottom of the fuselage.
      
      
      Another time we were climbing through 14000 feet between cells and in the
      open-I was flying and we heard close thunder and I felt a slight jolt on the
      yoke-Neither I or the other guy had any thought of a strike but we later
      found we had taken a hit again on the nose, and a nick out of the left prop
      and a crack in the left thrust bearing.  We did not lose comm or any other
      equipment-Both generators were knocked off but we reset and got them back.  
      
      
________________________________________________________________________________
Date: 
Dec 30, 2009
From: 
Linn Walters <pitts_pilot(at)bellsouth.net>
Subject: 
Re: FW: lightning strike
      
      The pilot of a Skymaster across from my hangar at MLB was scrutinizing 
      his airplane, and I went over to see what was up.  He and his wife were 
      on the way home when they flew between two big thunderheads, and got hit 
      by lightning.  It took out a 1/2 dime size chunk from the prop, and 
      traveled back to the horizontal stab where it removed a whole line of 
      rivets from a rib, a burn hole in the elevator and left on a static wick 
      after making it frazzled.  He said nothing failed.  I asked him what the 
      strike sounded like, and he said he didn't know.  "I couldn't hear 
      anything but my wife screaming!!!"
      Linn
      
      DLM wrote:
      > Recived this from a friend
      >
      >  
      >
      > This was in the day before EFIS. Both strikes  were in the Merlin.  
      > The first one we were climbing out of Dallas dodging thunderstorms at 
      > 8 to 10 thousand feet when we got hit---We immediately lost both 
      > radios and the autopilot.  We did get communication back eventually 
      > but I can't remember about the autopilot.  The nose cone was mush and 
      > there were several pinholes around the plane, mostly on wing tips and 
      > the bottom of the fuselage.
      >
      >  
      >
      > Another time we were climbing through 14000 feet between cells and in 
      > the open---I was flying and we heard close thunder and I felt a slight 
      > jolt on the yoke---Neither I or the other guy had any thought of a 
      > strike but we later found we had taken a hit again on the nose, and a 
      > nick out of the left prop and a crack in the left thrust bearing.  We 
      > did not lose comm or any other equipment---Both generators were 
      > knocked off but we reset and got them back. 
      >
      >  
      >
      >  
      >
      >  
      > *
      >
      >
      > *
      
      
________________________________________________________________________________
Subject: 
FW: lightning strike
Date: 
Dec 30, 2009
From: 
"John Cox" <johnwcox(at)pacificnw.com>
      
      Each of those bearings on the control surfaces should be checked for
      resistance to movement and welding marks.  That is the purpose for
      bonding straps.  Our fleet of regional aircraft are hit regularly - we
      may even hold the record for most hits in each year.  Every strike
      requires a grounding of the aircraft until a thorough inspection is
      completed. We use a Megger, which most RV-10 owners might not have
      access to confirm the continued function of static dissipation wicks.
      The charge wants to get out of the aircraft and is quite stubborn in its
      seeking the path of least resistance to that goal.
      
      
      Some might reconsider not flying anywhere near thunderheads to avoid the
      damage.
      
      
      Just food for thought to those who do not build with straps, P static
      wicks or fly near Q's.
      
      
      John Cox
      
      
      From: owner-rv10-list-server(at)matronics.com
      [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Linn Walters
      Sent: Wednesday, December 30, 2009 10:09 AM
      Subject: Re: RV10-List: FW: lightning strike
      
      
      The pilot of a Skymaster across from my hangar at MLB was scrutinizing
      his airplane, and I went over to see what was up.  He and his wife were
      on the way home when they flew between two big thunderheads, and got hit
      by lightning.  It took out a 1/2 dime size chunk from the prop, and
      traveled back to the horizontal stab where it removed a whole line of
      rivets from a rib, a burn hole in the elevator and left on a static wick
      after making it frazzled.  He said nothing failed.  I asked him what the
      strike sounded like, and he said he didn't know.  "I couldn't hear
      anything but my wife screaming!!!"
      Linn
      
      
      DLM wrote: 
      
      Recived this from a friend
      
      
      This was in the day before EFIS. Both strikes  were in the Merlin.  The
      first one we were climbing out of Dallas dodging thunderstorms at 8 to
      10 thousand feet when we got hit---We immediately lost both radios and
      the autopilot.  We did get communication back eventually but I can't
      remember about the autopilot.  The nose cone was mush and there were
      several pinholes around the plane, mostly on wing tips and the bottom of
      the fuselage.
      
      
      Another time we were climbing through 14000 feet between cells and in
      the open-I was flying and we heard close thunder and I felt a slight
      jolt on the yoke-Neither I or the other guy had any thought of a strike
      but we later found we had taken a hit again on the nose, and a nick out
      of the left prop and a crack in the left thrust bearing.  We did not
      lose comm or any other equipment-Both generators were knocked off but we
      reset and got them back.  
      
      
       href="http://www.aeroelectric.com">www.aeroelectric.com
       href="http://www.buildersbooks.com">www.buildersbooks.com
       href="http://www.homebuilthelp.com">www.homebuilthelp.com
       href="http://www.howtocrimp.com">www.howtocrimp.com
      
      href="http://www.matronics.com/contribution">http://www.matronics.com/c
      o
      ntribution
      
      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
      
      
________________________________________________________________________________
Date: 
Dec 30, 2009
From: 
Bill Mauledriver Watson <MauleDriver(at)nc.rr.com>
Subject: 
Re: lightning strike
      
      
      A lightning strike on an all electric airplane seems to be an exposure, 
      but in my very limited experience, I think a manageable one.
      
      I've flown close to thunderstorms and  will do so again.  But I stay 
      visual when flying IFR.  A very workable solution to flying around FL 
      and the SE US on a summer afternoon.  I avoid underneath, stay in the 
      system, and use XM and ATC to avoid the cells.  JAX controllers rock.  
      Under certain conditions, I'll do it at night. 
      
      I fly solid IMC when there aren't thunderstorms in it.
      
      But, I scared myself for an extended period of time in an early IFR 
      flight when flying IMC with embedded cells.  I never  became aware of 
      lightning but assumed it was there somewhere.  The cells were light but 
      distinct; smooth dry flight interrupted by turbulent vertical drafts and 
      varying amounts of rain.  It didn't seem 'light' at the time.  This was 
      pre-XM and even pre-Cheap Bastard so I had no eyes.  ATC was vectoring 
      me around the build-ups until they stopped (too busy).  Not knowing when 
      or how strong the next cell encounter would be was slow torture.  A 180 
      put me over high ground before VFR would be reached.  Landing required 
      more plan changing than I was comfortable doing.  Straight ahead would 
      put me in flat land VFR before not too long so I droned on. 
      
      Thunderstorms - manageable but stay visual.  Hours hand flying in solid 
      IMC - rare  but quite doable.  Embedded cells in solid IMC - not 
      manageable with only XM-eyes.  I guess that's a personal minimum of  sorts.
      
      So I guess I'm saying if I get hit by lightning and the entire 
      electrical system is zonked, I'll fly the plane and land it because I 
      don't plan to be in the clouds.
      
      Bill
      
      DLM wrote:
      > Found one other anecdote: A Lancair took a strike and lost one com 
      > port of a three screen Chelton system. engine info was lost until he 
      > could disconnect  the third screen. He then was able to access all 
      > info albeit on two screens.
      > *
      > *
      
      
________________________________________________________________________________
From: 
"Ben Westfall" <rv10(at)sinkrate.com>
Subject: 
FW: lightning strike
Date: 
Dec 30, 2009
      
      Many years ago a friend of mine who used to fly Fokker F28's before they
      were retired from his airline got hit by lightning.  He said it sounded like
      a shotgun blast went off.  It did trip a few breakers but nothing failed
      entirely on the airplane.  It hit pretty close to the nose and exited out
      the tail somewhere.  I don't recall the specifics but he said there were a
      bunch of burn marks at the exit point and a pinhole where it hit.  The F28
      probably didn't have a single computer chip in it.  He used to carry along
      the garmin pilot III we use in our GA planes just to make me jealous of the
      max speed when I used it next and he always said. "There's more technology
      in this handheld then the entire rest of the jet".
      
      
      Linn Walters wrote:
      
      
      The pilot of a Skymaster across from my hangar at MLB was scrutinizing his
      airplane, and I went over to see what was up.  He and his wife were on the
      way home when they flew between two big thunderheads, and got hit by
      lightning.  It took out a 1/2 dime size chunk from the prop, and traveled
      back to the horizontal stab where it removed a whole line of rivets from a
      rib, a burn hole in the elevator and left on a static wick after making it
      frazzled.  He said nothing failed.  I asked him what the strike sounded
      like, and he said he didn't know.  "I couldn't hear anything but my wife
      screaming!!!"
      Linn
      
      
      DLM wrote: 
      
      Recived this from a friend
      
      
      This was in the day before EFIS. Both strikes  were in the Merlin.  The
      first one we were climbing out of Dallas dodging thunderstorms at 8 to 10
      thousand feet when we got hit---We immediately lost both radios and the
      autopilot.  We did get communication back eventually but I can't remember
      about the autopilot.  The nose cone was mush and there were several pinholes
      around the plane, mostly on wing tips and the bottom of the fuselage.
      
      
      Another time we were climbing through 14000 feet between cells and in the
      open-I was flying and we heard close thunder and I felt a slight jolt on the
      yoke-Neither I or the other guy had any thought of a strike but we later
      found we had taken a hit again on the nose, and a nick out of the left prop
      and a crack in the left thrust bearing.  We did not lose comm or any other
      equipment-Both generators were knocked off but we reset and got them back.  
      
      
________________________________________________________________________________
Subject: 
Re: lightning strike
From: 
"Bob Turner" <bobturner(at)alum.rpi.edu>
Date: 
Dec 30, 2009
      
      
      Something to keep in mind: most of these experiences were in all-metal airplanes.
      Sitting inside a conducting cage offers quite a bit of protection.
      
      But in a -10 the upper half of  my body will be inside a non-conducting fiberglass
      shell. It is very hard to predict how it would react to a lightning strike.
      
      I plan to stay far away from TRW.
      
      --------
      Bob Turner
      RV-10 QB
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=279266#279266
      
      
________________________________________________________________________________
Subject: 
Re: lightning strike
From: 
"Bob Turner" <bobturner(at)alum.rpi.edu>
Date: 
Dec 30, 2009
      
      
      Here's a regional airliner after a lightning strike.
      
      --------
      Bob Turner
      RV-10 QB
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=279267#279267
      
      
________________________________________________________________________________
Subject: 
Re: lightning strike
From: 
"Bob Turner" <bobturner(at)alum.rpi.edu>
Date: 
Dec 30, 2009
      
      
      sorry, attachment didn't attach. Try again.
      
      --------
      Bob Turner
      RV-10 QB
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=279268#279268
      
      
      Attachments: 
      
      http://forums.matronics.com//files/3755adc1_834.jpg
      
      
________________________________________________________________________________
From: 
"Ben Westfall" <rv10(at)sinkrate.com>
Subject: 
suitable backup instrumentation for IFR
Date: 
Dec 30, 2009
      
      
      I know an airline pilot who flies CRJ 70's I believe.  Theirs are equipped
      with pretty nice all glass panels which one day just up and went blank on
      him while shooting the ILS in solid IMC.  All of his and the FO's screens
      just blanked.  He said they weren't out of the muck yet but pretty close.
      They just kept going starring at the backup round gauges and didn't make any
      drastic changes and continued to an uneventful landing.  I never heard if
      they figure out a cause.
      
      -Ben
      
      
      -----Original Message-----
      
      I concur that flying IFR in IMC is a new experience with the EFIS. I bought
      and installed a GRT Sport in my Glastar about 2 years before I had the 10
      flying; I flew actual solid in the Glastar. Of Course I left the partial
      panel gauges surrounding my EFIS. In addition I had a TT pictorial pilot AP.
      My electrical system was primary and essential bus with single alternator
      and one odyssey 680 and one 925 as essential. Both of my aircraft have panel
      placard "EFIS FAILURE, Autopilot ON" if in IMC squawk 7700 tune 121.5 and
      Mayday. The message is primarily there for my passengers but it does
      illustrate the essential sequence of considerations. Obviously with a pilot
      in the left seat as opposed to a passenger, a pilot would take more
      considered actions to reduce electrical load and reboot the EFIS. Before we
      put all our eggs in the EFIS basket , I suggest you peruse 
      http://www.alexisparkinn.com/nwpilot's_tranatlantic_flight.htm
      
      
      -----Original Message-----
      
      Brave.
      
      I think I agree with your assessment - #1 seems pretty sound if the actual
      failure scenarios are worked out, practiced, and known. That is, if EFIS 1
      or AHRS #2 fails, or the 430W GPS fails, what do I do to identify the
      failure, isolate the failed component, and fly with what's left. Maybe all
      that is obvious but not to this yet-to-fly-with-an-EFIS-in-IFR pilot. Am I
      comfortable with it? No. But I think many of us will become comfortable with
      that kind of setup.
      
      The more I think about it, backup batteries seem like a much better approach
      to electron backup over dual/dual. I'm building dual/dual just because I
      like the idea of an all electric airplane that can sit out on the ramp,
      powered up, communicating and plotting weather until the battery dies - and
      still being able to start it up and go. Just because.
      
      I don't think many of us will spend much time in cloud sweating the $3k we
      didn't spend on something. Fear inducing failures are going to be very, very
      rare. When it occurs, it's Mayday time. And you can either keep it upright
      long enough to survive, or not. "Gee, I wish I had the GPS option on my
      ADI..." just isn't going to be a concern... or maybe it will.
      
      The "electromagnetic pulse" issue is a doozy. If it's fission or fusion,
      induced, who cares? If it's Mother doing her thing and you get unlucky,
      hmmm. All electric airplane means you are hoping something survives. AS and
      Alt steam guages means few brain cycles needs to be wasted there but I need
      to know what straight ahead is. Waiting for the EFIS to re-boot is too long.
      If the ADI keeps working, that could do it. Any GPS course readout with
      steam guage AS and Alt could keep me afloat long enough to survive.
      Something electrical has to survive the strike. Or you need to manage your
      flying so you don't get struck.
      
      The work 'survive' seems important to me. Planning for "partial failure
      - complete mission" scenarios seems wrong minded to me. Everything needed is
      expected to work all the time. If something fails, it's a full blown
      emergency requiring only survival. The Cirrus chute starts making sense in
      this environment. "Electron failure in deep IMC, hit the silk!"
      
      Interesting stuff.
      
      Bill "stuck in the house with a cold soaked shop" Watson
      
      
      Ben Westfall wrote:
      >
      > I've been kicking around what I think would be a suitable level of 
      > backup instrumentation for IFR flight in our RV-10's and I haven't 
      > decided so I'd like to spark a conversation about it. I understand 
      > it's up their with primer wars but. I'm curious as to others thoughts 
      > on this.
      >
      > 1) Would you consider dual efis displays from the same manufacturer 
      > with two independent ahars and magnetometers sufficient 
      > instrumentation? Eg dual afs-4500 units w/o additional "steam gauges".
      > Are software glitches that might affect both units simultaneously 
      > really worth considering?
      >
      > 2) Would a single ahars efis with additional gauges for airspeed, 
      > altitude, and some form of attitude/bank such as the ADI from trutrak 
      > or the newer RC Allen unit 
      > http://www.pca.aero/detail/9372/Instrument/R_C__ALLEN/RCA2600_Digital_
      > Gyro/
      > be better/worse than above?
      >
      > 3) Same scenario above but substitute another efis such as a dynon 
      > instead of "steam style gauges" - realestate becomes an issue and is 
      > it feasible if the unit is stuck all the way on the far right of the 
      > panel. If one puts Geoff's carbon fiber panel in is it reasonable to 
      > read the dynon from the left seat if it's on the far right of the 
      > panel? Any different than approaches from the right seat in spam cans?
      >
      > 4) Is having all electric/battery powered instrumentation really a 
      > form of backup? What about lightning strikes? Is it reasonable to 
      > think that any of your all electric attitude information will survive 
      > w/o vaccum gauges. Today there really isn't much of an alternative?
      >
      > 5) Would you consider the electrical system to play a big part of this 
      > decision as in Single Alt-Single Batt, Dual Alt-Single Batt, 
      > Dual-Dual? Obviously most the efis/attitude units can contain their 
      > own backup battery so is the redundancy in the entire electrical 
      > system a "must have" or KISS single-single?
      >
      > Personally I'm leaning towards the #1 solution above with the #5 
      > electrical system designs not really playing much of a part in the 
      > overall decision. I'd hate to one day have some form of issue though 
      > and go "geez wish I'd thrown the extra $3k at it as I'm sweating in 
      > the clouds with a dark panel". But anything that roasts your 
      > electrical system is going to most likely get all of it backup 
      > included. Has this happened?
      >
      > Thanks,
      >
      > -Ben Westfall
      >
      
      
________________________________________________________________________________
Subject: 
Re: lightning strike
From: 
"Bob Turner" <bobturner(at)alum.rpi.edu>
Date: 
Dec 30, 2009
      
      
      if it doesn't attach this time I'll give up.
      
      --------
      Bob Turner
      RV-10 QB
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=279270#279270
      
      
      Attachments: 
      
      http://forums.matronics.com//files/lightning_145.pdf
      
      
________________________________________________________________________________
Subject: 
Re: lightning strike
Date: 
Dec 30, 2009
From: 
"John Cox" <johnwcox(at)pacificnw.com>
      
      
      Working for that exact airline that Ben is referencing with the
      F-28/CRJ-700 turbofans and DHC8 turboprop, they all get their fair share
      of lightning exposure.  I have a lot of respect for lightning after
      getting slapped by it on my first flight decades ago as a zero time
      pilot and it happening right after liftoff.  PDX tower saw the bolt and
      asked if we were okay.  I did not know any better at the time.  I have
      learned that it can cause significant structural damage, destroyed
      static wicks, composite panels blown off and component damage which can
      ignite adjacent flame resistant materials. It merits consideration.
      
      Your picture Bob looks to be fire damage of the wire looms running to
      the CB panels, aft of the CO's seat.  It could indeed be lightning but
      more likely the secondary effect of playing with Mother Nature on her
      terms.
      
      Years ago we had some great posts here on the RV-10 site of static wick
      types, locations and advantages of bonding wires between control
      surfaces and the primary structure.  Our engine shop sees too much of
      internal engine damage so I do not want to mitigate the position of P&W
      on their mandatory inspection requirements.  Our airline would not like
      me to release some of the pictures which have been acquired
      (clandestinely) while performing "Normal" day to day maintenance.  But
      Thanks Bob for the post.
      
      John
      
      -----Original Message-----
      From: owner-rv10-list-server(at)matronics.com
      [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Bob Turner
      Sent: Wednesday, December 30, 2009 11:55 AM
      Subject: RV10-List: Re: lightning strike
      
      
      if it doesn't attach this time I'll give up.
      
      --------
      Bob Turner
      RV-10 QB
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=279270#279270
      
      
      Attachments: 
      
      http://forums.matronics.com//files/lightning_145.pdf
      
      
________________________________________________________________________________
Subject: 
Re: suitable backup instrumentation for IFR
Date: 
Dec 30, 2009
From: 
"John Cox" <johnwcox(at)pacificnw.com>
      
      
      We are always having joust sessions at work between opening and closing
      of CBs.  Pilots have one position (Pullable), Mechanics have a second
      (Settable) and now the FAA wants to clarify a third (One time only) with
      the new SIAD. Ya, all might read the SIAD on circuit breakers when
      forming your position, as you formulate your build plans.  Some feel a
      CB is an Inflight form of Switch.
      
      John C.
      
      -----Original Message-----
      From: owner-rv10-list-server(at)matronics.com
      [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of DLM
      Sent: Wednesday, December 30, 2009 7:03 AM
      Subject: RE: RV10-List: Re: suitable backup instrumentation for IFR
      
      
      How about two buses and all each appliance to its own breaker; then make
      all
      breakers pull able or toggle able. With everything selectable on either
      bus
      trim can be on either bus and still be useable. My avionics master is a
      toggle able breaker. The single alternator can push power to the
      essential
      bus through a power diode or through an avionics breaker which connects
      the
      two buses. The alternator can get its excitation voltage from the
      essential
      bus battery instead of the main battery if off line. That way I still
      have
      control over the electric fuel pump for landing as well as any other
      appliances which may be needed for only a short time or after landing. 
      
      -----Original Message-----
      From: owner-rv10-list-server(at)matronics.com
      [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Linn Walters
      Sent: Wednesday, December 30, 2009 7:29 AM
      Subject: Re: RV10-List: Re: suitable backup instrumentation for IFR
      
      --> 
      
      How about a few panel lights and one white spot for the pilot's lap so
      you
      can read a kneeboard and the essential instruments and leave all the
      other
      illumination on the main buss?
      Linn
      
      Perry, Phil wrote:
      >
      > Still in the planning session, but it's on the E-bus.  For the 
      > marginal amount of power it draws, there's really no benefit to moving
      
      > off the E-bus - but there's a whole lot of drawbacks to losing it.
      >
      > Same thing for LED cabin lights.  Having two hands to fly the airplane
      
      > in an emergency beats holding a flashlight in one hand, flipping 
      > charts in the other, and flying the airplane with your knees.  They 
      > draw very little power and the upside is much greater than the
      downside.
      >
      > Phil
      >
      >
      > -----Original Message-----
      > From: Bob Turner [mailto:bobturner(at)alum.rpi.edu]
      > Sent: Tuesday, December 29, 2009 12:37 PM
      > To: rv10-list(at)matronics.com
      > Subject: RV10-List: Re: suitable backup instrumentation for IFR
      >
      >
      > With the discussion of what's on the panel should the electricity 
      > fail, has anyone thought about the trim? Do the 2-buss people have 
      > trim on their emergency buss?
      > Flying a partial panel approach without working trim is tough - I'd 
      > probably opt to fly the approach at whatever speed the trim was stuck 
      > at, rather than attempt to hold constant pitch pressure.
      >
      > --------
      > Bob Turner
      > RV-10 QB
      >
      >
      > Read this topic online here:
      >
      > http://forums.matronics.com/viewtopic.php?p=279121#279121
      >
      >
      >   
      
      
________________________________________________________________________________
Date: 
Dec 30, 2009
From: 
Shawn Moon <moons1999(at)yahoo.com>
Subject: 
Aileron Counterbalance Holes
      
      For all of those who when the slow build route on the wings, how did you deburr
      the A-1009 aileron counterbalance holes?  For the life of me I can't figure out
      a good way to do it.  I'm sure it needs to be done as the stainless steel will
      eat away at the rivets pretty quickly.  Ideas?
      
       --Shawn
      
      
            
      
________________________________________________________________________________
From: 
"Sandra & Rick Lark" <jrlark(at)bmts.com>
Subject: 
rudder skins
Date: 
Dec 30, 2009
      
      
      Hi all
      
      I've just started to countersink my rudder skins and am wondering if there 
      is any reason that the very top and bottom rivet holes could not also be 
      drilled to size and countersunk (CS4-4 rivets) while I'm doing the rest of 
      the skins.  I couldn't find any reference to these holes in section 7. 
      Having said that maybe the fairings for top and bottom fit differently after 
      the rudder is assembled.  Anyone know?
      
      Also for the Canadian builders.  I'm wondering how far I can assemble the 
      rudder before I have to stop to allow the MDRA inspection?
      
      Thx
      
      Rick
      #40956
      Southampton, Ont 
      
      
________________________________________________________________________________
Subject: 
Re: lightning strike
Date: 
Dec 30, 2009
From: 
"Perry, Phil" <Phil.Perry(at)netapp.com>
      
      ..... converting Bob's PDF to JPG so the attachment works on the mailing
      list. 
      
      
      Here it is: 
      
      
      Phil
      
      
      -----Original Message-----
      From: Bob Turner [mailto:bobturner(at)alum.rpi.edu] 
      Sent: Wednesday, December 30, 2009 1:55 PM
      Subject: RV10-List: Re: lightning strike
      
      
      if it doesn't attach this time I'll give up.
      
      
      --------
      
      Bob Turner
      
      RV-10 QB
      
      
      Read this topic online here:
      
      
      http://forums.matronics.com/viewtopic.php?p=279270#279270
      
      
      Attachments: 
      
      
      http://forums.matronics.com//files/lightning_145.pdf
      
      
________________________________________________________________________________
Date: 
Dec 30, 2009
Subject: 
Re: lightning strike
From: 
Chris Colohan <rv10(at)colohan.com>
      
      This URL offers a better image and explanation of that photo:
      
      http://www.snopes.com/photos/airplane/lightning.asp
      
      Chris
      
      On Wed, Dec 30, 2009 at 11:54 AM, Bob Turner  wrote:
      
      >
      > if it doesn't attach this time I'll give up.
      >
      > --------
      > Bob Turner
      > RV-10 QB
      >
      >
      > Read this topic online here:
      >
      > http://forums.matronics.com/viewtopic.php?p=279270#279270
      >
      >
      > Attachments:
      >
      > http://forums.matronics.com//files/lightning_145.pdf
      >
      >
      
________________________________________________________________________________
From: 
"Fulgham" <folgie(at)comcast.net>
Subject: 
Re: lightning strike
Date: 
Dec 30, 2009
      
      
      This was not a lighting strike.....Cause by a fire inside while on the 
      Ground.
      
      Bill
      
      
      ----- Original Message ----- 
      From: "Bob Turner" <bobturner(at)alum.rpi.edu>
      Sent: Wednesday, December 30, 2009 11:54 AM
      Subject: RV10-List: Re: lightning strike
      
      
      >
      > if it doesn't attach this time I'll give up.
      >
      > --------
      > Bob Turner
      > RV-10 QB
      >
      >
      > Read this topic online here:
      >
      > http://forums.matronics.com/viewtopic.php?p=279270#279270
      >
      >
      > Attachments:
      >
      > http://forums.matronics.com//files/lightning_145.pdf
      >
      >
      > 
      
      
________________________________________________________________________________
From: 
"DLM" <dlm46007(at)cox.net>
Subject: 
Re: suitable backup instrumentation for IFR
Date: 
Dec 30, 2009
      
      
      I use the W23 and W31 series. ; hence pull able and toggle able seem to fit.
      The only place I used switches were to ground the magnetos. 
      
      -----Original Message-----
      From: owner-rv10-list-server(at)matronics.com
      [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of John Cox
      Sent: Wednesday, December 30, 2009 12:05 PM
      Subject: RE: RV10-List: Re: suitable backup instrumentation for IFR
      
      
      We are always having joust sessions at work between opening and closing of
      CBs.  Pilots have one position (Pullable), Mechanics have a second
      (Settable) and now the FAA wants to clarify a third (One time only) with the
      new SIAD. Ya, all might read the SIAD on circuit breakers when forming your
      position, as you formulate your build plans.  Some feel a CB is an Inflight
      form of Switch.
      
      John C.
      
      -----Original Message-----
      From: owner-rv10-list-server(at)matronics.com
      [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of DLM
      Sent: Wednesday, December 30, 2009 7:03 AM
      Subject: RE: RV10-List: Re: suitable backup instrumentation for IFR
      
      
      How about two buses and all each appliance to its own breaker; then make all
      breakers pull able or toggle able. With everything selectable on either bus
      trim can be on either bus and still be useable. My avionics master is a
      toggle able breaker. The single alternator can push power to the essential
      bus through a power diode or through an avionics breaker which connects the
      two buses. The alternator can get its excitation voltage from the essential
      bus battery instead of the main battery if off line. That way I still have
      control over the electric fuel pump for landing as well as any other
      appliances which may be needed for only a short time or after landing. 
      
      -----Original Message-----
      From: owner-rv10-list-server(at)matronics.com
      [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Linn Walters
      Sent: Wednesday, December 30, 2009 7:29 AM
      Subject: Re: RV10-List: Re: suitable backup instrumentation for IFR
      
      --> 
      
      How about a few panel lights and one white spot for the pilot's lap so you
      can read a kneeboard and the essential instruments and leave all the other
      illumination on the main buss?
      Linn
      
      Perry, Phil wrote:
      >
      > Still in the planning session, but it's on the E-bus.  For the 
      > marginal amount of power it draws, there's really no benefit to moving
      
      > off the E-bus - but there's a whole lot of drawbacks to losing it.
      >
      > Same thing for LED cabin lights.  Having two hands to fly the airplane
      
      > in an emergency beats holding a flashlight in one hand, flipping 
      > charts in the other, and flying the airplane with your knees.  They 
      > draw very little power and the upside is much greater than the
      downside.
      >
      > Phil
      >
      >
      > -----Original Message-----
      > From: Bob Turner [mailto:bobturner(at)alum.rpi.edu]
      > Sent: Tuesday, December 29, 2009 12:37 PM
      > To: rv10-list(at)matronics.com
      > Subject: RV10-List: Re: suitable backup instrumentation for IFR
      >
      >
      > With the discussion of what's on the panel should the electricity 
      > fail, has anyone thought about the trim? Do the 2-buss people have 
      > trim on their emergency buss?
      > Flying a partial panel approach without working trim is tough - I'd 
      > probably opt to fly the approach at whatever speed the trim was stuck 
      > at, rather than attempt to hold constant pitch pressure.
      >
      > --------
      > Bob Turner
      > RV-10 QB
      >
      >
      > Read this topic online here:
      >
      > http://forums.matronics.com/viewtopic.php?p=279121#279121
      >
      >
      >   
      
      
________________________________________________________________________________
From: 
"DLM" <dlm46007(at)cox.net>
Subject: 
CBs
Date: 
Dec 30, 2009
      
      I don't know whether the FAA is changing their tune but these have been used
      and FAA approved on GA aircraft for 40-50 years. 
      
________________________________________________________________________________
Subject: 
Re: Aileron Counterbalance Holes
From: 
ricksked(at)cox.net
Date: 
Dec 30, 2009
      
      Hey Shawn!!
      
      One of the few times I used the burraway bit. You can also use a 3/4 dowel with
      some 100 grit paper to reach inside to knock off any burrs...use a sharp new
      bit to drill the holes and let it go slow to eliminate them as much as possible
      in the first place
      
      Rick Sked
      N246RS
      Sent via BlackBerry by AT&T
      
      -----Original Message-----
      From: Shawn Moon <moons1999(at)yahoo.com>
      Date: Wed, 30 Dec 2009 12:07:24 
      Subject: RV10-List: Aileron Counterbalance Holes
      
      For all of those who when the slow build route on the wings, how did you deburr
      the A-1009 aileron counterbalance holes?  For the life of me I can't figure out
      a good way to do it.  I'm sure it needs to be done as the stainless steel will
      eat away at the rivets pretty quickly.  Ideas?
      
       --Shawn
      
      
            
      
________________________________________________________________________________
Subject: 
Re: lightning strike
From: 
ricksked(at)cox.net
Date: 
Dec 30, 2009
      
      
      You know John....that lightning strike explains A LOT!!!!    Lot....Happy New year!!!
      ;)
      Sent via BlackBerry by AT&T
      
      -----Original Message-----
      From: "John Cox" <johnwcox(at)pacificnw.com>
      Date: Wed, 30 Dec 2009 12:37:13 
      Subject: RE: RV10-List: Re: lightning strike
      
      
      Working for that exact airline that Ben is referencing with the
      F-28/CRJ-700 turbofans and DHC8 turboprop, they all get their fair share
      of lightning exposure.  I have a lot of respect for lightning after
      getting slapped by it on my first flight decades ago as a zero time
      pilot and it happening right after liftoff.  PDX tower saw the bolt and
      asked if we were okay.  I did not know any better at the time.  I have
      learned that it can cause significant structural damage, destroyed
      static wicks, composite panels blown off and component damage which can
      ignite adjacent flame resistant materials. It merits consideration.
      
      Your picture Bob looks to be fire damage of the wire looms running to
      the CB panels, aft of the CO's seat.  It could indeed be lightning but
      more likely the secondary effect of playing with Mother Nature on her
      terms.
      
      Years ago we had some great posts here on the RV-10 site of static wick
      types, locations and advantages of bonding wires between control
      surfaces and the primary structure.  Our engine shop sees too much of
      internal engine damage so I do not want to mitigate the position of P&W
      on their mandatory inspection requirements.  Our airline would not like
      me to release some of the pictures which have been acquired
      (clandestinely) while performing "Normal" day to day maintenance.  But
      Thanks Bob for the post.
      
      John
      
      -----Original Message-----
      From: owner-rv10-list-server(at)matronics.com
      [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Bob Turner
      Sent: Wednesday, December 30, 2009 11:55 AM
      Subject: RV10-List: Re: lightning strike
      
      
      if it doesn't attach this time I'll give up.
      
      --------
      Bob Turner
      RV-10 QB
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=279270#279270
      
      
      Attachments: 
      
      http://forums.matronics.com//files/lightning_145.pdf
      
      
________________________________________________________________________________
Date: 
Dec 30, 2009
From: 
<jfrjr(at)roadrunner.com>
Subject: 
Loose steps
      
      
      I still have not flown (DAR tomorrow then wait for runway(s) to de-ice) and already
      my pilotside step is a little loose. I remember that TCW had machined an
      insert that they said worked well. Are those commercially avialable or are there
      any other "fixes" out there.  I did construct access panels so I can get to
      those pesky AN-3 bolts.  Jay Rowe
      
      
________________________________________________________________________________
Subject: 
406 ELT's 
Date: 
Dec 30, 2009
From: 
"Robin Marks" <robin1(at)mrmoisture.com>
      
      Is there now a consensus on the best (read cheapest/best value) 406 ELT
      package available? I have to decide soon on one for my 8A (along with
      about another million avionics decisions). I can't believe I am here
      again!
      
      
      Thanks,
      
      Robin
      
      
________________________________________________________________________________
From: 
Luis Rodriguez <luis(at)cristabelle.net>
Subject: 
Most complete tool kit
Date: 
Dec 30, 2009
      
      
      Which tool kit is the most complete/best to order for the -10.
      
      
      Sent from my iPod
      
      
________________________________________________________________________________
Subject: 
Most complete tool kit
Date: 
Dec 30, 2009
From: 
"Perry, Phil" <Phil.Perry(at)netapp.com>
      
      
      I went with the Avery Kit and was happy.
      
      Swapped out the C-Frame for the DRDT-2.  = Great move.
      
      If I had it to do again:
      1) I'd swap out the hand squeezer for their pneumatic squeezer.
      2) Order 200 extra 3/32" (Silver) clecos.
      3) Order a 12" #12 bit.
      4) Load up on extra emery cloth.
      5) Load up on extra 1" Scotchbrite wheels.
      6) Load up on Scotchbrite (Maroon) pads.
      7) Add a longeron yoke.
      8) Add a chucking reamer for a #40 and #30.  They'll come in handy.
      9) I'd swap out their vice-grip style fluting pliers for the more
      standard type.  SKU #515
      10) I'd completely drop their vice grip style dimpling pliers.  They're
      not needed and don't work that well.
      
      
      Avery's been great to do business with too.  No complaints here.
      
      BTW: Make sure the cleco's you buy are Wedge-Lock.  They're the best
      ones out there for durability and grabbing strength.  Every time I've
      ordered cleco's from Avery mine have been Wedge Lock's.
      
      Phil
      
      
      -----Original Message-----
      From: Luis Rodriguez [mailto:luis(at)cristabelle.net] 
      Sent: Wednesday, December 30, 2009 4:57 PM
      Subject: RV10-List: Most complete tool kit
      
      
      Which tool kit is the most complete/best to order for the -10.
      
      
      Sent from my iPod
      
      
________________________________________________________________________________
Subject: 
Re: rudder skins
From: 
Jesse Saint <jesse(at)saintaviation.com>
Date: 
Dec 30, 2009
      
      
      You have to match drill the holes into the rudder top and rudder bottom fairings.
      It's best to leave the factory holes until you get to the Empenage Fairings
      section.
      
      Jesse Saint
      Saint Aviation, Inc.
      jesse(at)saintaviation.com
      Cell: 352-427-0285
      Fax: 815-377-3694
      
      On Dec 30, 2009, at 2:18 PM, Sandra & Rick Lark wrote:
      
      > 
      > Hi all
      > 
      > I've just started to countersink my rudder skins and am wondering if there is
      any reason that the very top and bottom rivet holes could not also be drilled
      to size and countersunk (CS4-4 rivets) while I'm doing the rest of the skins.
      I couldn't find any reference to these holes in section 7. Having said that
      maybe the fairings for top and bottom fit differently after the rudder is assembled.
      Anyone know?
      > 
      > Also for the Canadian builders.  I'm wondering how far I can assemble the rudder
      before I have to stop to allow the MDRA inspection?
      > 
      > Thx
      > 
      > Rick
      > #40956
      > Southampton, Ont 
      > 
      > 
      > 
      > 
      
      
________________________________________________________________________________
Subject: 
Re: Most complete tool kit
From: 
sean(at)braunandco.com
Date: 
Dec 30, 2009
      
      
      I love my isham set. 
      ------Original Message------
      From: Luis Rodriguez
      Sender: owner-rv10-list-server(at)matronics.com
      ReplyTo: rv10-list(at)matronics.com
      Sent: Dec 30, 2009 3:56 PM
      Subject: RV10-List: Most complete tool kit
      
      
      Which tool kit is the most complete/best to order for the -10.
      
      
      Sent from my iPod
      
      
      Sent via BlackBerry from T-Mobile
      
      
________________________________________________________________________________
From: 
"John Cumins" <jcumins(at)jcis.net>
Subject: 
rudder skins
Date: 
Dec 30, 2009
      
      
      Rick those holes on the tiop are for the fairings and they will be final
      drilled along ways down the road follow the plans to the steps and you will
      do fine.
      
      
      John 
      40864
      
      -----Original Message-----
      From: owner-rv10-list-server(at)matronics.com
      [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Sandra & Rick
      Lark
      Sent: Wednesday, December 30, 2009 11:18 AM
      Subject: RV10-List: rudder skins
      
      
      Hi all
      
      I've just started to countersink my rudder skins and am wondering if there
      is any reason that the very top and bottom rivet holes could not also be
      drilled to size and countersunk (CS4-4 rivets) while I'm doing the rest of
      the skins.  I couldn't find any reference to these holes in section 7.
      Having said that maybe the fairings for top and bottom fit differently after
      the rudder is assembled.  Anyone know?
      
      Also for the Canadian builders.  I'm wondering how far I can assemble the
      rudder before I have to stop to allow the MDRA inspection?
      
      Thx
      
      Rick
      #40956
      Southampton, Ont
      
      
________________________________________________________________________________
Subject: 
Re: lightning strike
From: 
"Bob Turner" <bobturner(at)alum.rpi.edu>
Date: 
Dec 30, 2009
      
      
      I was mis-informed about the lightning photo (too gullible, I guess). Thanks for
      the correction.
      
      But I'm still worried about the non-conducting fiberglass cabin, when it comes
      to lightning.
      
      --------
      Bob Turner
      RV-10 QB
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=279313#279313
      
      
________________________________________________________________________________
Subject: 
Re: rudder skins
From: 
Jesse Saint <jesse(at)saintaviation.com>
Date: 
Dec 30, 2009
      
      
      You have to match drill the holes into the rudder top and rudder bottom fairings.
      It's best to leave the factory holes until you get to the Empenage Fairings
      section.
      
      Jesse Saint
      Saint Aviation, Inc.
      jesse(at)saintaviation.com
      Cell: 352-427-0285
      Fax: 815-377-3694
      
      On Dec 30, 2009, at 2:18 PM, Sandra & Rick Lark wrote:
      
      > 
      > Hi all
      > 
      > I've just started to countersink my rudder skins and am wondering if there is
      any reason that the very top and bottom rivet holes could not also be drilled
      to size and countersunk (CS4-4 rivets) while I'm doing the rest of the skins.
      I couldn't find any reference to these holes in section 7. Having said that
      maybe the fairings for top and bottom fit differently after the rudder is assembled.
      Anyone know?
      > 
      > Also for the Canadian builders.  I'm wondering how far I can assemble the rudder
      before I have to stop to allow the MDRA inspection?
      > 
      > Thx
      > 
      > Rick
      > #40956
      > Southampton, Ont 
      > 
      > 
      > 
      > 
      
      
________________________________________________________________________________
From: 
"John Cumins" <jcumins(at)jcis.net>
Subject: 
Most complete tool kit
Date: 
Dec 30, 2009
      
      
      I went with planetools.com it was totally complete and they had specific
      bucking bar for the elevator aft spars.  Totally complete.  But I have added
      about 300 additional #3 clecos
      
      
      John Cumins
      
      4086 emp in pieces for debur and primering
      
      
      -----Original Message-----
      From: owner-rv10-list-server(at)matronics.com
      [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Luis Rodriguez
      Sent: Wednesday, December 30, 2009 2:57 PM
      Subject: RV10-List: Most complete tool kit
      
      
      Which tool kit is the most complete/best to order for the -10.
      
      
      Sent from my iPod
      
      
________________________________________________________________________________
From: 
"Pascal" <rv10builder(at)verizon.net>
Subject: 
Re: Most complete tool kit
Date: 
Dec 30, 2009
      
      Depending on how much time you want to spend on this I would tell you 
      that one can get a great tool kit for about $600. I bought most of my 
      hydraulic tools on ebay, the boeing store (not an option anymore) and 
      The Yard Store (refurbished section) My new sioux drill from Brown 
      tools, otherwise I put a list together, ask builders what I really 
      needed , Tim Olson being the person who got the brunt on my questions 
      and ended up getting most things from The Yard Store and Brown Tools. 
      Brown worked with me on giving me a discount for buying the bulk of my 
      tools from him but the drills and other basic tools came from The Yard 
      Store. My non critical tools were bought from Harbor Freight, pop 
      riveter and things I didn't use much but glad to have for $30 and not 
      worried if it breaks tomorrow, it was a short term gain and did all I 
      needed it to do.. still working BTW after doing all of the empennage 
      floors which is well over 100's of rivets.
      In other words, I didn't buy a complete kit, 1) too expensive 2) there 
      are tools in there that one may use once 3)there are great industrial 
      quality tools one can buy off of ebay that worked "like new" so rather 
      than paying $300 plus for a APT recoiless riveter I got it for $69 never 
      had one ounce of issues with anything I bought hence my suggestion to do 
      your homework and put the difference saved towards upgrading the axles, 
      wheels, and other items you'll find you want better quality than what 
      Vans sends.
      If you insist on buying a kit support those who support Doug Reeves of 
      VAF- Brown Tools, Avery being the two that come to mind. Call them and 
      see what they can do for you with putting a kit together, great to work 
      with and they'll take the time to answer any questions.
      Best of success with your purchase.
      Pascal
      --------------------------------------------------
      From: "Luis Rodriguez" <luis(at)cristabelle.net>
      Sent: Wednesday, December 30, 2009 2:56 PM
      Subject: RV10-List: Most complete tool kit
      
      > 
      > Which tool kit is the most complete/best to order for the -10.
      > 
      > 
      > 
      > Sent from my iPod
      > 
      > 
      > 
      > 
      > 
      > 
      > 
      >
      
________________________________________________________________________________
Subject: 
Re: Most complete tool kit
From: 
sean(at)braunandco.com
Date: 
Dec 31, 2009
      
      
      Coming up with money for my 10 has been tough but I soany a lot of money on really
      nice tools and I don't regret it at all. Its amazing how many hours you can
      put on a drill or squeezers and guns.  Don't go cheap. Also the DRDT 2 dimpler
      is awesome and saves a bunch of time. Planetools is ran by isham and he backs
      up all his tools. I had a squeezer adjustable set bend and he sent me a new
      one. 
      ------Original Message------
      From: Luis Rodriguez
      Sender: owner-rv10-list-server(at)matronics.com
      ReplyTo: rv10-list(at)matronics.com
      Sent: Dec 30, 2009 3:56 PM
      Subject: RV10-List: Most complete tool kit
      
      
      Which tool kit is the most complete/best to order for the -10.
      
      
      Sent from my iPod
      
      
      Sent via BlackBerry from T-Mobile
      
      
________________________________________________________________________________
From: 
"Bill Schlatterer" <billschlatterer(at)sbcglobal.net>
Subject: 
Re: Foreflight Mobile 3.0 for iPhone
Date: 
Dec 30, 2009
      
      
      Tim thanks, good answer.  So looks like you can actually download the
      charts, stars, etc and pull them up even offline and that is part of the
      basic 69/annual pricing.  Are you downloading all charts or just the general
      area of your trip. Can you tell how much data storage is used in the iP for
      this app plus charts etc.  Haven't found out how to do that yet but have the
      32g version so I think it shouldn't be a problem.
      
      If Foreflight actually wrote the stuff that AOPA uses, they do good work.
      The one ap that is missing is the nice listing that Dan Checkoways does on
      his Weithermiester site where it just shows a one line Metars for every site
      within XX miles of your route.  It's color coded so it is very easy to use/
      
      Pretty unbelievable how far we have come in the last year with the iP.
      
      Do you have any other favorite aps for the iP for flight matters?
      
      Thanks Bill S
      7a finishing
      
      -----Original Message-----
      From: owner-rv10-list-server(at)matronics.com
      [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Tim Olson
      Sent: Monday, December 28, 2009 8:52 PM
      Subject: Re: RV10-List: Re: Foreflight Mobile 3.0 for iPhone
      
      Bill,
      
      I'm writing this from back home from the trip down to Florida.  Used
      Foreflight Mobile (3.0 version) for just tons of the trip.  The reason I
      could easily read the STAR, and yesterday had my approach plate up while in
      flight is that 3.0 will allow you to download all the approaches
      state-by-state, and also IFR enroute charts, and VFR sectionals, state by
      state.  The charts and sectionals also work with the iphone GPS (and a
      bluetooth GPS if you hack it).  So, I didn't need data service to use all
      those chart functions.  The AOPA app you mention is good, but Foreflight
      already also includes all of that too (they made the AOPA app), so if you
      have Foreflight, you don't need the separate AOPA app.
      
      I did find that there were plenty of times I didn't have data coverage, but
      found many that I did along this trip too. It was very sporadic.
      It seems that when I was near 3G coverage areas, it happened more often.
      When I flew to KSLC earlier this year, it was funny but I had almost
      continuous coverage at 10,000' I think, from Wyoming to Utah.  So it really
      depends on where you are.  In Florida I would often get emails popping in
      during the flight...and just randomly along the trip. When I had service
      near Nashville, I used it to text back and forth with another RV-10 owner to
      have them call ahead to make sure I could get a car at KMYJ.  I also a
      couple times tried to pull up fuel prices on Airnav just for kicks...and
      sometimes had luck.  Come to think of it, South Dakota seemed to have
      reasonable coverage when I was over there too.
      
      I did shut the phone off into airplane mode when flying IMC in the clouds
      though...the phone is a very electrically noisy device and although I
      haven't seen any effects on the plane instruments, I didn't want to find
      them out at that time. I get tons of speaker interference on telephones and
      PC monitor speakers with the iphone.
      
      Voyager also actually came in pretty handy on this trip again.
      Between the BNA area and near MSP when I was going home, I tried to do a lot
      of that VFR for a while, navigating low around a snowstorm area....just
      changing our course as needed to try to make the best forward progress.
      This meant we had no defined fuel spot...just wanted to navigate around the
      weather.
      I was able to slide the map ahead and find a good fuel stop for something
      just over $3.60/gal, instead of paying the $4-5 that so many places try to
      impose, and ended up at Mexico MO (home of Zenith aircraft) getting a good
      fuel price.  Probably saved me like $40-60 just for that one fuel stop.  I
      tried to do as much as I could on this trip with the iPhone though, which
      really for me proved it was a fantastic device to have with you on a trip.
      I had a moving-map GPS in the car, found my hotels by the iphone, found my
      stores and restaurants that way, and even my inlaws house and the nearby
      theatre for a movie.
      Without that device I'd have had to do a lot more planning or spend a lot
      more time getting around.
      
      For those thinking about the Foreflight for iphone, you may want to check
      their website quick. I think most of the special upgrade pricing and special
      intro pricing expires at the end of the year.  Might save a few bucks.  I
      don't know if I'll have a good write-up put together in time.
      
      For kicks, I've attached 3 screenshots from the trip.  The first was the
      crappy weather I had to deal with a couple days ago while we came
      home...flying from Florida to Wisconsin.
      The turbulence got me..I landed at Nashville because having built the plane,
      I KNOW that the only thing holding the front of the horizontal stab on is
      those 2 L shaped angle brackets...
      and we were getting hammered bad enough that I decided I better just wait it
      out.  The last shot is a not-zoomed-in-too-far photo of that arrival in
      Florida.  You can zoom them up just like everything else and see them well.
      
      
      Tim Olson - RV-10 N104CD
      
      
      Bill Schlatterer wrote:
      > --> 
      > 
      > Tim, just wondering how that works?  I just flew several legs into 
      > Fort Worth and out and never could get the iPhone to pick up 
      > consistently.  Text messages went OK (not instantly) up to about 2000 
      > but higher than that was intermittent.  My old crack berry was better than
      that.  Internet access for
      > pulling up anything was not useable.  My iP is on AT&T.   Does Foreflight
      > cache the plates or do you have to load them up before getting in the air?
      > 
      > I have been using the new AOPA Mobile ap and it is also very good!  
      > It's also free with your AOPA subscription.
      > 
      > Bill S
      > 7a almost flying
      > 
      > -----Original Message-----
      > From: owner-rv10-list-server(at)matronics.com
      > [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Tim Olson
      > Sent: Wednesday, December 23, 2009 5:15 PM
      > To: rv10-list(at)matronics.com
      > Subject: Re: RV10-List: Re: Foreflight Mobile 3.0 for iPhone
      > 
      > 
      > You get WAY more than that....confirmation AND the full briefing.  I 
      > had an awesome couple of days with 3.0 so far....this should be a 
      > great trip write-up.  Flying the STAR into KLEE as I type this...with 
      > the star on the iPhone!
      > Tim
      > 
      > 
      > 
      > On Dec 23, 2009, at 5:30 PM, "lbgjb10"  wrote:
      > 
      >>
      >> If you file your flight plan with Foreflight 3.0, do you get any 
      >> feedback that the flight plan went thru??
      >>
      >> --------
      >> Larry and Gayle N104LG
      >>
      >>
      >>
      >>
      >> Read this topic online here:
      >>
      >> http://forums.matronics.com/viewtopic.php?p=278735#278735
      >>
      
      
________________________________________________________________________________
Date: 
Dec 30, 2009
From: 
Bill Mauledriver Watson <MauleDriver(at)nc.rr.com>
Subject: 
Re: Most complete tool kit
      
      
      I loved mine too though it was 3 years ago.
      
      Getting a chance to try out the various tools at Ron Alexander's week 
      long build class allowed me to make a number of informed choices about 
      the kit
      
      sean(at)braunandco.com wrote:
      >
      > I love my isham set. 
      > ------Original Message------
      > From: Luis Rodriguez
      > Sender: owner-rv10-list-server(at)matronics.com
      > To: rv10-list(at)matronics.com
      > ReplyTo: rv10-list(at)matronics.com
      > Sent: Dec 30, 2009 3:56 PM
      > Subject: RV10-List: Most complete tool kit
      >
      >
      > Which tool kit is the most complete/best to order for the -10.
      >
      >
      > Sent from my iPod
      >
      >
      > Sent via BlackBerry from T-Mobile
      >
      >
      >   
      
      
________________________________________________________________________________
Subject: 
Re: rudder skins
From: 
Jesse Saint <jesse(at)saintaviation.com>
Date: 
Dec 30, 2009
      
      
      You have to match drill the holes into the rudder top and rudder bottom fairings.
      It's best to leave the factory holes until you get to the Empenage Fairings
      section.
      
      Jesse Saint
      Saint Aviation, Inc.
      jesse(at)saintaviation.com
      Cell: 352-427-0285
      Fax: 815-377-3694
      
      On Dec 30, 2009, at 2:18 PM, Sandra & Rick Lark wrote:
      
      > 
      > Hi all
      > 
      > I've just started to countersink my rudder skins and am wondering if there is
      any reason that the very top and bottom rivet holes could not also be drilled
      to size and countersunk (CS4-4 rivets) while I'm doing the rest of the skins.
      I couldn't find any reference to these holes in section 7. Having said that
      maybe the fairings for top and bottom fit differently after the rudder is assembled.
      Anyone know?
      > 
      > Also for the Canadian builders.  I'm wondering how far I can assemble the rudder
      before I have to stop to allow the MDRA inspection?
      > 
      > Thx
      > 
      > Rick
      > #40956
      > Southampton, Ont 
      > 
      > 
      > 
      > 
      
      
________________________________________________________________________________
From: 
"DLM" <dlm46007(at)cox.net>
Subject: 
Re: lightning strike
Date: 
Dec 30, 2009
      
      
      You could probably install a lightning rod; perhaps Deems can come up with a
      mod. Perhaps a refueling probe from E6 in the forward cowl. From what I
      understand there are going to be many more acceptable ways for the
      electricity to get though our aircraft than fiberglass.
      
      -----Original Message-----
      From: owner-rv10-list-server(at)matronics.com
      [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Bob Turner
      Sent: Wednesday, December 30, 2009 4:56 PM
      Subject: RV10-List: Re: lightning strike
      
      
      I was mis-informed about the lightning photo (too gullible, I guess). Thanks
      for the correction.
      
      But I'm still worried about the non-conducting fiberglass cabin, when it
      comes to lightning.
      
      --------
      Bob Turner
      RV-10 QB
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=279313#279313
      
      
________________________________________________________________________________
From: 
Jeff Carpenter <jeff(at)westcottpress.com>
Subject: 
Re: Loose steps
Date: 
Dec 30, 2009
      
      
      I'm planning to pour epoxy/flocks in to the step with mold release on  
      the bolt.  Nick Gautier ran a test on this, putting it through a  
      number of hot/cold shock cycles.  As I recall, it took a significant  
      and immediate temperature change for the flocks to separate from the  
      inside of the step.
      
      Jeff Carpenter
      40304
      
      
      On Dec 30, 2009, at 2:12 PM,   wrote:
      
      >
      > I still have not flown (DAR tomorrow then wait for runway(s) to de- 
      > ice) and already my pilotside step is a little loose. I remember  
      > that TCW had machined an insert that they said worked well. Are  
      > those commercially avialable or are there any other "fixes" out  
      > there.  I did construct access panels so I can get to those pesky  
      > AN-3 bolts.  Jay Rowe
      >
      >
      
      
________________________________________________________________________________
Subject: 
Re: 406 ELT's
From: 
"Jim Berry" <jimberry(at)qwest.net>
Date: 
Dec 30, 2009
      
      
      Robin,
      
      Who knows which elt is the best and the brightest. I went with the Artex ME406,
      and unfortunately can tell you it works very well. During installation I unknowingly
      and inadvertently triggered the elt. Later that night the local CAP guy
      knocked on my door, having picked up the signal at his house more than 10 miles
      away, ground to ground. I thought that range was impressive.
      
      Isn't it about time for another elt versus plb debate? Primer wars are so last
      decade.
      
      Jim Berry
      40482
      N15JB
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=279322#279322
      
      
________________________________________________________________________________
Subject: 
Automotive Spark Plugs
From: 
"rv8grover(at)verizon.net" <rv8grover(at)verizon.net>
Date: 
Dec 30, 2009
      
      
      Is anyone using Automotive spark plugs with their electronic ignition on the IO-540
      D5A4 engine?? 
      
      If so, what is the part number?
      
      I just dropped one of my UREM 38 S plugs and broke the ceramic. I've heard that
      Champion wants $75 for one of them.
      
      Ron Grover
      40063
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=279323#279323
      
      
________________________________________________________________________________
From: 
"RV Builder (Michael Sausen)" <rvbuilder(at)sausen.net>
Date: 
Dec 30, 2009
Subject: 
406 ELT's 
      
        I think Ack's is probably the cheapest at under $600 bones.  They've been
       on a long road to certification and should be ready to start shipping any 
      time now.  They have all their approvals except CORPAS/SARSAT and are expec
      ting it shortly.
      
      http://www.ackavionics.com/
      
      Michael
      
      From: owner-rv10-list-server(at)matronics.com [mailto:owner-rv10-list-server@m
      atronics.com] On Behalf Of Robin Marks
      Sent: Wednesday, December 30, 2009 4:48 PM
      Subject: RV10-List: 406 ELT's
      
      Is there now a consensus on the best (read cheapest/best value) 406 ELT pac
      kage available? I have to decide soon on one for my 8A (along with about an
      other million avionics decisions). I can't believe I am here again!
      
      Thanks,
      Robin
      
      
      rsbooks.com>
      
      m>
      
      
________________________________________________________________________________
Subject: 
Re: rudder skins
From: 
Jesse Saint <jesse(at)saintaviation.com>
Date: 
Dec 30, 2009
      
      
      You have to match drill the holes into the rudder top and rudder bottom fairings.
      It's best to leave the factory holes until you get to the Empenage Fairings
      section.
      
      Jesse Saint
      Saint Aviation, Inc.
      jesse(at)saintaviation.com
      Cell: 352-427-0285
      Fax: 815-377-3694
      
      On Dec 30, 2009, at 2:18 PM, Sandra & Rick Lark wrote:
      
      > 
      > Hi all
      > 
      > I've just started to countersink my rudder skins and am wondering if there is
      any reason that the very top and bottom rivet holes could not also be drilled
      to size and countersunk (CS4-4 rivets) while I'm doing the rest of the skins.
      I couldn't find any reference to these holes in section 7. Having said that
      maybe the fairings for top and bottom fit differently after the rudder is assembled.
      Anyone know?
      > 
      > Also for the Canadian builders.  I'm wondering how far I can assemble the rudder
      before I have to stop to allow the MDRA inspection?
      > 
      > Thx
      > 
      > Rick
      > #40956
      > Southampton, Ont 
      > 
      > 
      > 
      > 
      
      
________________________________________________________________________________
Date: 
Dec 30, 2009
From: 
Don McDonald <building_partner(at)yahoo.com>
Subject: 
Re: Automotive Spark Plugs
      
      NGK BR8ES or BR9ES--- the 8 is hotter than the 9.- 2=hot, 10=co
      ld.- I bought a bunch of both.- Also Densco from Lightspeed W27EMR-C
      Don McDonald
      
      --- On Wed, 12/30/09, rv8grover(at)verizon.net  wrote:
      
      
      From: rv8grover(at)verizon.net <rv8grover(at)verizon.net>
      Subject: RV10-List: Automotive Spark Plugs
      Date: Wednesday, December 30, 2009, 4:58 PM
      
      
      .net>
      
      Is anyone using Automotive spark plugs with their electronic ignition on th
      e IO-540 D5A4 engine?? 
      
      If so, what is the part number?
      
      I just dropped one of my UREM 38 S plugs and broke the ceramic. I've heard 
      that Champion wants $75 for one of them.
      
      Ron Grover
      40063
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=279323#279323
      
      
      le, List Admin.
      
      
      =0A=0A=0A      
      
________________________________________________________________________________
From: 
"RV Builder (Michael Sausen)" <rvbuilder(at)sausen.net>
Date: 
Dec 30, 2009
Subject: 
Automotive Spark Plugs
      
      
        If you are using Lightspeeds, it is perfectly acceptable to use automotive plugs.
      I picked up some Iridium Denso's off of eBay not long ago.  They are one
      of the types listed by Klaus.
      
      http://tinyurl.com/yabmab9
      
      Michael
      
      
      -----Original Message-----
      From: owner-rv10-list-server(at)matronics.com [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of rv8grover(at)verizon.net
      Sent: Wednesday, December 30, 2009 6:59 PM
      Subject: RV10-List: Automotive Spark Plugs
      
      
      Is anyone using Automotive spark plugs with their electronic ignition on the IO-540
      D5A4 engine?? 
      
      If so, what is the part number?
      
      I just dropped one of my UREM 38 S plugs and broke the ceramic. I've heard that
      Champion wants $75 for one of them.
      
      Ron Grover
      40063
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=279323#279323
      
      
________________________________________________________________________________
From: 
"Carl Froehlich" <carl.froehlich(at)verizon.net>
Subject: 
Automotive Spark Plugs
Date: 
Dec 30, 2009
      
      
      The standard setup for electronic ignitions and standard compression
      Lycoming engines is NGK BR8ES.  You can typically get these for $1.60 or so
      each.  Remember you will need to use an adapter.  Here are a couple of links
      for the adapter
      http://www.aircraftspruce.com/catalog/eppages/plugadapter.php or
      http://lightspeedengineering.com/Products/Sparkplugs.htm
      
      I'm running these plugs in my IO-360 (180hp) RV-8A for the last several
      hundred hours (eMag ignitions).  I'll use them in the RV-10 assuming eMag
      gets their 6 cylinder EI done in time.  
      
      Carl
      
      -----Original Message-----
      From: owner-rv10-list-server(at)matronics.com
      [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of
      rv8grover(at)verizon.net
      Sent: Wednesday, December 30, 2009 7:59 PM
      Subject: RV10-List: Automotive Spark Plugs
      
      
      
      Is anyone using Automotive spark plugs with their electronic ignition on the
      IO-540 D5A4 engine?? 
      
      If so, what is the part number?
      
      I just dropped one of my UREM 38 S plugs and broke the ceramic. I've heard
      that Champion wants $75 for one of them.
      
      Ron Grover
      40063
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=279323#279323
      
      
________________________________________________________________________________
From: 
Tim Olson <Tim(at)MyRV10.com>
Subject: 
Re: Foreflight Mobile 3.0 for iPhone
Date: 
Dec 30, 2009
      
      
      I'll reply longer in another post maybe, but for now to answer one  
      question, I think on their site it says all charts total is 5gb.  I  
      downloaded most of the is except Alaska and Hawaii.  Mainly because we  
      often decide on our vacation destinations the night before, so I have  
      to be prepared for anything. 32gb will do you real well.
      
      Tim
      
      
      On Dec 30, 2009, at 6:34 PM, "Bill Schlatterer"  wrote:
      
      > >
      >
      > Tim thanks, good answer.  So looks like you can actually download the
      > charts, stars, etc and pull them up even offline and that is part of  
      > the
      > basic 69/annual pricing.  Are you downloading all charts or just the  
      > general
      > area of your trip. Can you tell how much data storage is used in the  
      > iP for
      > this app plus charts etc.  Haven't found out how to do that yet but  
      > have the
      > 32g version so I think it shouldn't be a problem.
      >
      > If Foreflight actually wrote the stuff that AOPA uses, they do good  
      > work.
      > The one ap that is missing is the nice listing that Dan Checkoways  
      > does on
      > his Weithermiester site where it just shows a one line Metars for  
      > every site
      > within XX miles of your route.  It's color coded so it is very easy  
      > to use/
      >
      > Pretty unbelievable how far we have come in the last year with the iP.
      >
      > Do you have any other favorite aps for the iP for flight matters?
      >
      > Thanks Bill S
      > 7a finishing
      >
      > -----Original Message-----
      > From: owner-rv10-list-server(at)matronics.com
      > [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Tim Olson
      > Sent: Monday, December 28, 2009 8:52 PM
      > To: rv10-list(at)matronics.com
      > Subject: Re: RV10-List: Re: Foreflight Mobile 3.0 for iPhone
      >
      > Bill,
      >
      > I'm writing this from back home from the trip down to Florida.  Used
      > Foreflight Mobile (3.0 version) for just tons of the trip.  The  
      > reason I
      > could easily read the STAR, and yesterday had my approach plate up  
      > while in
      > flight is that 3.0 will allow you to download all the approaches
      > state-by-state, and also IFR enroute charts, and VFR sectionals,  
      > state by
      > state.  The charts and sectionals also work with the iphone GPS (and a
      > bluetooth GPS if you hack it).  So, I didn't need data service to  
      > use all
      > those chart functions.  The AOPA app you mention is good, but  
      > Foreflight
      > already also includes all of that too (they made the AOPA app), so  
      > if you
      > have Foreflight, you don't need the separate AOPA app.
      >
      > I did find that there were plenty of times I didn't have data  
      > coverage, but
      > found many that I did along this trip too. It was very sporadic.
      > It seems that when I was near 3G coverage areas, it happened more  
      > often.
      > When I flew to KSLC earlier this year, it was funny but I had almost
      > continuous coverage at 10,000' I think, from Wyoming to Utah.  So it  
      > really
      > depends on where you are.  In Florida I would often get emails  
      > popping in
      > during the flight...and just randomly along the trip. When I had  
      > service
      > near Nashville, I used it to text back and forth with another RV-10  
      > owner to
      > have them call ahead to make sure I could get a car at KMYJ.  I also a
      > couple times tried to pull up fuel prices on Airnav just for  
      > kicks...and
      > sometimes had luck.  Come to think of it, South Dakota seemed to have
      > reasonable coverage when I was over there too.
      >
      > I did shut the phone off into airplane mode when flying IMC in the  
      > clouds
      > though...the phone is a very electrically noisy device and although I
      > haven't seen any effects on the plane instruments, I didn't want to  
      > find
      > them out at that time. I get tons of speaker interference on  
      > telephones and
      > PC monitor speakers with the iphone.
      >
      > Voyager also actually came in pretty handy on this trip again.
      > Between the BNA area and near MSP when I was going home, I tried to  
      > do a lot
      > of that VFR for a while, navigating low around a snowstorm  
      > area....just
      > changing our course as needed to try to make the best forward  
      > progress.
      > This meant we had no defined fuel spot...just wanted to navigate  
      > around the
      > weather.
      > I was able to slide the map ahead and find a good fuel stop for  
      > something
      > just over $3.60/gal, instead of paying the $4-5 that so many places  
      > try to
      > impose, and ended up at Mexico MO (home of Zenith aircraft) getting  
      > a good
      > fuel price.  Probably saved me like $40-60 just for that one fuel  
      > stop.  I
      > tried to do as much as I could on this trip with the iPhone though,  
      > which
      > really for me proved it was a fantastic device to have with you on a  
      > trip.
      > I had a moving-map GPS in the car, found my hotels by the iphone,  
      > found my
      > stores and restaurants that way, and even my inlaws house and the  
      > nearby
      > theatre for a movie.
      > Without that device I'd have had to do a lot more planning or spend  
      > a lot
      > more time getting around.
      >
      > For those thinking about the Foreflight for iphone, you may want to  
      > check
      > their website quick. I think most of the special upgrade pricing and  
      > special
      > intro pricing expires at the end of the year.  Might save a few  
      > bucks.  I
      > don't know if I'll have a good write-up put together in time.
      >
      > For kicks, I've attached 3 screenshots from the trip.  The first was  
      > the
      > crappy weather I had to deal with a couple days ago while we came
      > home...flying from Florida to Wisconsin.
      > The turbulence got me..I landed at Nashville because having built  
      > the plane,
      > I KNOW that the only thing holding the front of the horizontal stab  
      > on is
      > those 2 L shaped angle brackets...
      > and we were getting hammered bad enough that I decided I better just  
      > wait it
      > out.  The last shot is a not-zoomed-in-too-far photo of that arrival  
      > in
      > Florida.  You can zoom them up just like everything else and see  
      > them well.
      >
      >
      > Tim Olson - RV-10 N104CD
      >
      >
      > Bill Schlatterer wrote:
      >> --> 
      >>
      >> Tim, just wondering how that works?  I just flew several legs into
      >> Fort Worth and out and never could get the iPhone to pick up
      >> consistently.  Text messages went OK (not instantly) up to about 2000
      >> but higher than that was intermittent.  My old crack berry was  
      >> better than
      > that.  Internet access for
      >> pulling up anything was not useable.  My iP is on AT&T.   Does  
      >> Foreflight
      >> cache the plates or do you have to load them up before getting in  
      >> the air?
      >>
      >> I have been using the new AOPA Mobile ap and it is also very good!
      >> It's also free with your AOPA subscription.
      >>
      >> Bill S
      >> 7a almost flying
      >>
      >> -----Original Message-----
      >> From: owner-rv10-list-server(at)matronics.com
      >> [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Tim Olson
      >> Sent: Wednesday, December 23, 2009 5:15 PM
      >> To: rv10-list(at)matronics.com
      >> Subject: Re: RV10-List: Re: Foreflight Mobile 3.0 for iPhone
      >>
      >>
      >> You get WAY more than that....confirmation AND the full briefing.  I
      >> had an awesome couple of days with 3.0 so far....this should be a
      >> great trip write-up.  Flying the STAR into KLEE as I type this...with
      >> the star on the iPhone!
      >> Tim
      >>
      >>
      >>
      >> On Dec 23, 2009, at 5:30 PM, "lbgjb10"  wrote:
      >>
      >>>
      >>> If you file your flight plan with Foreflight 3.0, do you get any
      >>> feedback that the flight plan went thru??
      >>>
      >>> --------
      >>> Larry and Gayle N104LG
      >>>
      >>>
      >>>
      >>>
      >>> Read this topic online here:
      >>>
      >>> http://forums.matronics.com/viewtopic.php?p=278735#278735
      >>>
      >
      >
      
      
________________________________________________________________________________
From: 
"John Cumins" <jcumins(at)jcis.net>
Subject: 
Automotive Spark Plugs
Date: 
Dec 30, 2009
      
      
      Ron
      
      Any spark plug dropped should be replaced no matter if you can  see the
      ceramic broken or not.  I feel for you they are very expensive but will last
      quite a while.   U use fine wore plugs in all my planes and usually get tbo
      out of them.
      
      John G. Cumins
      40864 emp
      -----Original Message-----
      From: owner-rv10-list-server(at)matronics.com
      [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of
      rv8grover(at)verizon.net
      Sent: Wednesday, December 30, 2009 4:59 PM
      Subject: RV10-List: Automotive Spark Plugs
      
      
      
      Is anyone using Automotive spark plugs with their electronic ignition on the
      IO-540 D5A4 engine??
      
      If so, what is the part number?
      
      I just dropped one of my UREM 38 S plugs and broke the ceramic. I've heard
      that Champion wants $75 for one of them.
      
      Ron Grover
      40063
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=279323#279323
      
      
________________________________________________________________________________
Date: 
Dec 30, 2009
Subject: 
Re: Most complete tool kit
From: 
Kelly McMullen <apilot2(at)gmail.com>
      
      
      Suggest adding a Harbor Freight set of cobalt number size drills for
      the $20 bucks or so, because there are holes that the plans call for
      drill sizes not supplied in my Isham kit and not too common generally.
      
      On Wed, Dec 30, 2009 at 4:23 PM, Perry, Phil  wrote:
      
      > 8) Add a chucking reamer for a #40 and #30. They'll come in handy.
      #41 reamer works better. You don't want the hole any bigger than
      necessary. I have both, but have gone to just the smaller 41 because
      the dimpling will enlarge the hole anyway.
      
      > 9) I'd swap out their vice-grip style fluting pliers for the more
      > standard type. SKU #515
      > 10) I'd completely drop their vice grip style dimpling pliers. They're
      > not needed and don't work that well.
      I've used my dimpling pliers quite a few times, where nothing else but
      pop-rivet dimpler would reach, and doesn't do as nice a job.
      
      > Avery's been great to do business with too. No complaints here.
      >
      > BTW: Make sure the cleco's you buy are Wedge-Lock. They're the best
      > ones out there for durability and grabbing strength. Every time I've
      > ordered cleco's from Avery mine have been Wedge Lock's.
      >
      > Phil
      
      While the pneumatic squeezer is great, there are times I'd like to
      have manual squeezer for certain tasks.
      
      
________________________________________________________________________________
Date: 
Dec 30, 2009
From: 
Linn Walters <pitts_pilot(at)bellsouth.net>
Subject: 
Re: lightning strike
      
      
      (in the background Johnny Mathis sings "Chances Are" over and over ..... 
      chances are since the fiberglass is non conducting ...(don't really know 
      about the carbon fiber!) that any lightning strike will hit the 
      aluminum, looking for the least resistance to ground.  It probably 
      wouldn't be any difference wet since pure water doesn't conduct well.  
      Having said that .... lightning really does some strange things and it 
      all depends on Mother's attitude at the time.
      Linn
      
      Bob Turner wrote:
      >
      > I was mis-informed about the lightning photo (too gullible, I guess). Thanks
      for the correction.
      >
      > But I'm still worried about the non-conducting fiberglass cabin, when it comes
      to lightning.
      >
      > --------
      > Bob Turner
      > RV-10 QB
      >
      >
      > Read this topic online here:
      >
      > http://forums.matronics.com/viewtopic.php?p=279313#279313
      >
      >
      >   
      
      
________________________________________________________________________________
Subject: 
Re: Most complete tool kit
From: 
sean(at)braunandco.com
Date: 
Dec 31, 2009
      
      
      Oh ya add a nice punch set. I forgot what they are called but they use a bolt to
      make holes in tight places and firewalls. Half inch thru one and a quarter.
      
      Sent via BlackBerry from T-Mobile
      
      -----Original Message-----
      From: Kelly McMullen <apilot2(at)gmail.com>
      Date: Wed, 30 Dec 2009 19:53:05 
      Subject: Re: RV10-List: Most complete tool kit
      
      
      Suggest adding a Harbor Freight set of cobalt number size drills for
      the $20 bucks or so, because there are holes that the plans call for
      drill sizes not supplied in my Isham kit and not too common generally.
      
      On Wed, Dec 30, 2009 at 4:23 PM, Perry, Phil  wrote:
      
      > 8) Add a chucking reamer for a #40 and #30. They'll come in handy.
      #41 reamer works better. You don't want the hole any bigger than
      necessary. I have both, but have gone to just the smaller 41 because
      the dimpling will enlarge the hole anyway.
      
      > 9) I'd swap out their vice-grip style fluting pliers for the more
      > standard type. SKU #515
      > 10) I'd completely drop their vice grip style dimpling pliers. They're
      > not needed and don't work that well.
      I've used my dimpling pliers quite a few times, where nothing else but
      pop-rivet dimpler would reach, and doesn't do as nice a job.
      
      > Avery's been great to do business with too. No complaints here.
      >
      > BTW: Make sure the cleco's you buy are Wedge-Lock. They're the best
      > ones out there for durability and grabbing strength. Every time I've
      > ordered cleco's from Avery mine have been Wedge Lock's.
      >
      > Phil
      
      While the pneumatic squeezer is great, there are times I'd like to
      have manual squeezer for certain tasks.
      
      
________________________________________________________________________________
Date: 
Dec 30, 2009
Subject: 
Re: suitable backup instrumentation for IFR
From: 
Kelly McMullen <apilot2(at)gmail.com>
      
      
      Well, the main bus on my Mooney has non-pullable breakers, under a
      cover panel. The aux bus has boost pump, landing light, pitot heat,
      nav lights and strobes all on P&B circuit breaker switches. They seem
      to wear out after perhaps 40 years/6000 hours..just causes them to
      trip at lower amps.
      
      On Wed, Dec 30, 2009 at 12:04 PM, John Cox  wrote:
      >
      > We are always having joust sessions at work between opening and closing
      > of CBs. Pilots have one position (Pullable), Mechanics have a second
      > (Settable) and now the FAA wants to clarify a third (One time only) with
      > the new SIAD. Ya, all might read the SIAD on circuit breakers when
      > forming your position, as you formulate your build plans. Some feel a
      > CB is an Inflight form of Switch.
      >
      > John C.
      >
      > -----Original Message-----
      > From: owner-rv10-list-server(at)matronics.com
      > [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of DLM
      > Sent: Wednesday, December 30, 2009 7:03 AM
      > To: rv10-list(at)matronics.com
      > Subject: RE: RV10-List: Re: suitable backup instrumentation for IFR
      >
      >
      > How about two buses and all each appliance to its own breaker; then make
      > all
      > breakers pull able or toggle able. With everything selectable on either
      > bus
      > trim can be on either bus and still be useable. My avionics master is a
      > toggle able breaker. The single alternator can push power to the
      > essential
      > bus through a power diode or through an avionics breaker which connects
      > the
      > two buses. The alternator can get its excitation voltage from the
      > essential
      > bus battery instead of the main battery if off line. That way I still
      > have
      > control over the electric fuel pump for landing as well as any other
      > appliances which may be needed for only a short time or after landing.
      >
      > -----Original Message-----
      > From: owner-rv10-list-server(at)matronics.com
      > [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Linn Walters
      > Sent: Wednesday, December 30, 2009 7:29 AM
      > To: rv10-list(at)matronics.com
      > Subject: Re: RV10-List: Re: suitable backup instrumentation for IFR
      >
      > --> 
      >
      > How about a few panel lights and one white spot for the pilot's lap so
      > you
      > can read a kneeboard and the essential instruments and leave all the
      > other
      > illumination on the main buss?
      > Linn
      >
      > Perry, Phil wrote:
      >>
      >> Still in the planning session, but it's on the E-bus. For the
      >> marginal amount of power it draws, there's really no benefit to moving
      >
      >> off the E-bus - but there's a whole lot of drawbacks to losing it.
      >>
      >> Same thing for LED cabin lights. Having two hands to fly the airplane
      >
      >> in an emergency beats holding a flashlight in one hand, flipping
      >> charts in the other, and flying the airplane with your knees. They
      >> draw very little power and the upside is much greater than the
      > downside.
      >>
      >> Phil
      >>
      >>
      >>
      >>
      >> -----Original Message-----
      >> From: Bob Turner [mailto:bobturner(at)alum.rpi.edu]
      >> Sent: Tuesday, December 29, 2009 12:37 PM
      >> To: rv10-list(at)matronics.com
      >> Subject: RV10-List: Re: suitable backup instrumentation for IFR
      >>
      >>
      >> With the discussion of what's on the panel should the electricity
      >> fail, has anyone thought about the trim? Do the 2-buss people have
      >> trim on their emergency buss?
      >> Flying a partial panel approach without working trim is tough - I'd
      >> probably opt to fly the approach at whatever speed the trim was stuck
      >> at, rather than attempt to hold constant pitch pressure.
      >>
      >> --------
      >> Bob Turner
      >> RV-10 QB
      >>
      >>
      >>
      >>
      >> Read this topic online here:
      >>
      >> http://forums.matronics.com/viewtopic.php?p=279121#279121
      >>
      >>
      >>
      >>
      >>
      >>
      >>
      >>
      >>
      >>
      >>
      >>
      >>
      >>
      >>
      >>
      >>
      >
      >
      
      
________________________________________________________________________________
Date: 
Dec 31, 2009
From: 
Bill Mauledriver Watson <MauleDriver(at)nc.rr.com>
Subject: 
Overhead map and panel lighting options
      
      
      I'm looking for some suggestions for overhead lighting.  I have Dave 
      Saylor's mini console and would like to choose some lights to install in 
      it.
      Stein and ACS have some swivel LED lights and they look good.  
      Perihelion goosenecks look interesting but not sure how they really look.
      
      I assume dimming them would be a good thing but not mandatory.  Or 
      switches are required.
      
      I'm thinking a white light and a separate red or blue would the 
      solution.  I've flown with red but never with blue.  Not sure what the 
      trade-offs are.
      
      BTW, I'm installing the 430W GPS antenna directly over the mini-console  
      with the cable going thru the center post.  I'm also in the process of 
      installing 2 more GPS antenna (GRT & ADI) on the windshield lip so that 
      they will clear any paint.  They will be angled slightly forward but I'm 
      thinking that will work well.  All of those cables plus power for the 
      lights seems to be fitting in the center post.
      
      What do you think?
      
      Bill "ready for some NYE celebration" Watson
      
      
________________________________________________________________________________
Date: 
Dec 31, 2009
From: 
Bill Mauledriver Watson <MauleDriver(at)nc.rr.com>
Subject: 
Overhead map and panel lighting options
      
      
      I'm looking for some suggestions for overhead lighting.  I have Dave 
      Saylor's mini console and would like to choose some lights to install in 
      it.
      Stein and ACS have some swivel LED lights and they look good.  
      Perihelion goosenecks look interesting but not sure how they really look.
      
      I assume dimming them would be a good thing but not mandatory.  Or 
      switches are required.
      
      I'm thinking a white light and a separate red or blue would the 
      solution.  I've flown with red but never with blue.  Not sure what the 
      trade-offs are.
      
      BTW, I'm installing the 430W GPS antenna directly over the mini-console  
      with the cable going thru the center post.  I'm also in the process of 
      installing 2 more GPS antenna (GRT & ADI) on the windshield lip so that 
      they will clear any paint.  They will be angled slightly forward but I'm 
      thinking that will work well.  All of those cables plus power for the 
      lights seems to be fitting in the center post.
      
      What do you think?
      
      Bill "ready for some NYE celebration" Watson
      
      
________________________________________________________________________________
Date: 
Dec 31, 2009
From: 
Linn Walters <pitts_pilot(at)bellsouth.net>
Subject: 
Re: Overhead map and panel lighting options
      
      
      Bill Mauledriver Watson wrote:
      > 
      >
      > I'm looking for some suggestions for overhead lighting.  I have Dave 
      > Saylor's mini console and would like to choose some lights to install 
      > in it.
      > Stein and ACS have some swivel LED lights and they look good.  
      > Perihelion goosenecks look interesting but not sure how they really look.
      I'm building my own overhead console and going to use it to duct fresh 
      air overhead and a place to put overhead lights.  I also looked at 
      Stein's lights.  The base is reasonable, but the LED lights that fit are 
      $50!!!  I'm probably going to order one base and see if I can't use a 
      $15 LED turn signal.  
      http://www.amazon.com/VOLVO-replacement-blinker-light-signal/dp/B000LL9W4I
      > I assume dimming them would be a good thing but not mandatory.  Or 
      > switches are required.
      I'd definitely provide a switch for each light.  Dimmable is a good idea.
      > I'm thinking a white light and a separate red or blue would the 
      > solution.  I've flown with red but never with blue.  Not sure what the 
      > trade-offs are.
      Well, I found out that the magenta on a chart disappears with red 
      light!  I plan on giving each seat a white light
      > BTW, I'm installing the 430W GPS antenna directly over the 
      > mini-console  with the cable going thru the center post.  I'm also in 
      > the process of installing 2 more GPS antenna (GRT & ADI) on the 
      > windshield lip so that they will clear any paint.  They will be angled 
      > slightly forward but I'm thinking that will work well.  All of those 
      > cables plus power for the lights seems to be fitting in the center post.
      >
      > What do you think?
      I think you're on the right track.
      Linn
      >
      >
      > Bill "ready for some NYE celebration" Watson
      >
      >
      
      
________________________________________________________________________________
Subject: 
Overhead map and panel lighting options
Date: 
Dec 30, 2009
From: 
"Perry, Phil" <Phil.Perry(at)netapp.com>
      
      
      Bill "up too late" Watson,
      
      Have you checked out these from Aveo Engineering?  They have switches
      and dimmers built directly into the light frame and use touch sensing
      like the old iPods.
      
      This one is a white/red combo:
      http://www.aveoengineering.com/Aviation/Airplane_LED_Lights/cockpit_LED_
      lights/EyeBeam_Touch/index.php
      
      This one is a white/red/green/blue combo:
      http://www.aveoengineering.com/Aviation/Airplane_LED_Lights/cockpit_LED_
      lights/EyeBeam_Touch_NVG/index.php
      
      I'm not sure if they're available for sale yet, but it might be worth a
      phone call just to check.  I'm hoping to get serious about light
      purchases at OSH this year, so if they aren't available - I hope they
      are by OSH.
      
      Phil
      
      
      -----Original Message-----
      From: Bill Mauledriver Watson [mailto:MauleDriver(at)nc.rr.com] 
      Sent: Wednesday, December 30, 2009 11:16 PM
      Subject: RV10-List: Overhead map and panel lighting options
      
      
      
      I'm looking for some suggestions for overhead lighting.  I have Dave 
      Saylor's mini console and would like to choose some lights to install in
      
      it.
      Stein and ACS have some swivel LED lights and they look good.  
      Perihelion goosenecks look interesting but not sure how they really
      look.
      
      I assume dimming them would be a good thing but not mandatory.  Or 
      switches are required.
      
      I'm thinking a white light and a separate red or blue would the 
      solution.  I've flown with red but never with blue.  Not sure what the 
      trade-offs are.
      
      BTW, I'm installing the 430W GPS antenna directly over the mini-console
      
      with the cable going thru the center post.  I'm also in the process of 
      installing 2 more GPS antenna (GRT & ADI) on the windshield lip so that 
      they will clear any paint.  They will be angled slightly forward but I'm
      
      thinking that will work well.  All of those cables plus power for the 
      lights seems to be fitting in the center post.
      
      What do you think?
      
      Bill "ready for some NYE celebration" Watson
      
      
________________________________________________________________________________
From: 
Dave Saylor <dave.saylor.aircrafters(at)gmail.com>
Date: 
Dec 30, 2009
Subject: 
Re: Overhead map and panel lighting options
      
      I put one each of Stein's swivel LEDs in the front edge or our console.  I
      had to go back later and really slather up the securing nuts with flox to
      make them stay tight.  No problems now, though.  Nice and tight.  They're
      dimmed by pots on the panel.
      
      I recently put one of Van's $9 white LEDs pointing straight down in the same
      console.  It runs off a little overhead toggle switch.  I understand it'll
      run off a 9V battery, and it would be cool to have another position on the
      switch to select that, you know, just in case...
      
      Dave Saylor
      AirCrafters LLC
      140 Aviation Way
      Watsonville, CA 95076
      831-722-9141 Shop
      831-750-0284 Cell
      
      
      On Wed, Dec 30, 2009 at 9:16 PM, Bill Mauledriver Watson <
      MauleDriver(at)nc.rr.com> wrote:
      
      > MauleDriver(at)nc.rr.com>
      >
      > I'm looking for some suggestions for overhead lighting.  I have Dave
      > Saylor's mini console and would like to choose some lights to install in it.
      > Stein and ACS have some swivel LED lights and they look good.  Perihelion
      > goosenecks look interesting but not sure how they really look.
      >
      > I assume dimming them would be a good thing but not mandatory.  Or switches
      > are required.
      >
      > I'm thinking a white light and a separate red or blue would the solution.
      >  I've flown with red but never with blue.  Not sure what the trade-offs are.
      >
      > BTW, I'm installing the 430W GPS antenna directly over the mini-console
      >  with the cable going thru the center post.  I'm also in the process of
      > installing 2 more GPS antenna (GRT & ADI) on the windshield lip so that they
      > will clear any paint.  They will be angled slightly forward but I'm thinking
      > that will work well.  All of those cables plus power for the lights seems to
      > be fitting in the center post.
      >
      > What do you think?
      >
      > Bill "ready for some NYE celebration" Watson
      >
      >
      
________________________________________________________________________________
From: 
Dave Saylor <dave.saylor.aircrafters(at)gmail.com>
Date: 
Dec 30, 2009
Subject: 
Re: Overhead map and panel lighting options
      
      Spruce has the Aveo lights for sale for $139 each (cough)...plus $9 for the
      faceplate and $5 for the sticky stuff to hold 'em on.
      
      I kind of like the reassuring snap of a toggle switch.
      
      Dave Saylor
      AirCrafters LLC
      140 Aviation Way
      Watsonville, CA 95076
      831-722-9141 Shop
      831-750-0284 Cell
      
      
      On Wed, Dec 30, 2009 at 10:24 PM, Perry, Phil  wrote:
      
      >
      > Bill "up too late" Watson,
      >
      > Have you checked out these from Aveo Engineering?  They have switches
      > and dimmers built directly into the light frame and use touch sensing
      > like the old iPods.
      >
      > This one is a white/red combo:
      > http://www.aveoengineering.com/Aviation/Airplane_LED_Lights/cockpit_LED_
      > lights/EyeBeam_Touch/index.php<http://www.aveoengineering.com/Aviation/Airplane_LED_Lights/cockpit_LED_%0Alights/EyeBeam_Touch/index.php>
      >
      > This one is a white/red/green/blue combo:
      > http://www.aveoengineering.com/Aviation/Airplane_LED_Lights/cockpit_LED_
      > lights/EyeBeam_Touch_NVG/index.php<http://www.aveoengineering.com/Aviation/Airplane_LED_Lights/cockpit_LED_%0Alights/EyeBeam_Touch_NVG/index.php>
      >
      > I'm not sure if they're available for sale yet, but it might be worth a
      > phone call just to check.  I'm hoping to get serious about light
      > purchases at OSH this year, so if they aren't available - I hope they
      > are by OSH.
      >
      > Phil
      >
      >
      > -----Original Message-----
      > From: Bill Mauledriver Watson [mailto:MauleDriver(at)nc.rr.com]
      > Sent: Wednesday, December 30, 2009 11:16 PM
      > To: rv10-list(at)matronics.com
      > Subject: RV10-List: Overhead map and panel lighting options
      >
      > 
      >
      > I'm looking for some suggestions for overhead lighting.  I have Dave
      > Saylor's mini console and would like to choose some lights to install in
      >
      > it.
      > Stein and ACS have some swivel LED lights and they look good.
      > Perihelion goosenecks look interesting but not sure how they really
      > look.
      >
      > I assume dimming them would be a good thing but not mandatory.  Or
      > switches are required.
      >
      > I'm thinking a white light and a separate red or blue would the
      > solution.  I've flown with red but never with blue.  Not sure what the
      > trade-offs are.
      >
      > BTW, I'm installing the 430W GPS antenna directly over the mini-console
      >
      > with the cable going thru the center post.  I'm also in the process of
      > installing 2 more GPS antenna (GRT & ADI) on the windshield lip so that
      > they will clear any paint.  They will be angled slightly forward but I'm
      >
      > thinking that will work well.  All of those cables plus power for the
      > lights seems to be fitting in the center post.
      >
      > What do you think?
      >
      > Bill "ready for some NYE celebration" Watson
      >
      >
      
________________________________________________________________________________
Subject: 
Re: lightning strike
Date: 
Dec 30, 2009
From: 
"John Cox" <johnwcox(at)pacificnw.com>
      
      
      Who said just one.  It was the "Back to the Future" effect on other body
      functions that were a real shocker.
      
      Happy and Safe New Year in 2010.
      
      John
      
      -----Original Message-----
      From: owner-rv10-list-server(at)matronics.com
      [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of
      ricksked(at)cox.net
      Sent: Wednesday, December 30, 2009 2:28 PM
      Subject: Re: RV10-List: Re: lightning strike
      
      
      You know John....that lightning strike explains A LOT!!!!
      Lot....Happy New year!!!  ;)
      Sent via BlackBerry by AT&T
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=279270#279270
      
      
      Attachments: 
      
      http://forums.matronics.com//files/lightning_145.pdf
      
      
________________________________________________________________________________
From: 
"Thane States" <thane2(at)comporium.net>
Subject: 
Re: lightning strike
Date: 
Jan 31, 2010
      
      
      If you just stay away from those big TSM'S, you will never have to worry 
      again.  If you ever get hit with lightning, you were not using proper 
      judgment, and are to close to the bad WX!!  Keep at least 20 miles away and 
      you will be OK.
      Build safe , and fly safe.
      Have fun.
      Thane
      40337
      100 hrs.
      ----- Original Message ----- 
      From: "Bob Turner" <bobturner(at)alum.rpi.edu>
      Sent: Wednesday, December 30, 2009 6:56 PM
      Subject: RV10-List: Re: lightning strike
      
      
      >
      > I was mis-informed about the lightning photo (too gullible, I guess). 
      > Thanks for the correction.
      >
      > But I'm still worried about the non-conducting fiberglass cabin, when it 
      > comes to lightning.
      >
      > --------
      > Bob Turner
      > RV-10 QB
      >
      >
      > Read this topic online here:
      >
      > http://forums.matronics.com/viewtopic.php?p=279313#279313
      >
      >
      > 
      
      
________________________________________________________________________________
From: 
Luis Rodriguez <luis(at)cristabelle.net>
Subject: 
Re: Most complete tool kit
Date: 
Dec 31, 2009
      
      
      Score:
      
      Ischam 3
      Avery.  1
      Custom 2
      
      Thank you for the responses so far!!!
      
      I'll definetly add the hole punch, extra clecos, extra scotchbrite  
      wheels, and a drdt2.
      
      I'll eBay the air drill and pneumatic sqeezer.
      
      Sent from my iPod
      
      On Dec 30, 2009, at 5:56 PM, Luis Rodriguez   
      wrote:
      
      >
      > Which tool kit is the most complete/best to order for the -10.
      >
      >
      > Sent from my iPod
      >
      >
      
      
________________________________________________________________________________
From: 
"RV Builder (Michael Sausen)" <rvbuilder(at)sausen.net>
Date: 
Dec 31, 2009
Subject: 
Most complete tool kit
      
      
        I purchased the Avery kit and it certainly does the job but, as others have said,
      there are some items in it that are not very useful.  Their double edge deburring
      tool is worthless IMHO, I've had three replaced now.  They have all had
      their heads fall off from brazing of the head on and I finally chucked it in
      my junk drawer.  DRDT-2 is a must also.  If I had to do it today, I would probably
      go with Isham.
      
      Michael
      
      -----Original Message-----
      From: owner-rv10-list-server(at)matronics.com [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Luis Rodriguez
      Sent: Thursday, December 31, 2009 7:20 AM
      Subject: Re: RV10-List: Most complete tool kit
      
      
      Score:
      
      Ischam 3
      Avery.  1
      Custom 2
      
      Thank you for the responses so far!!!
      
      I'll definetly add the hole punch, extra clecos, extra scotchbrite  
      wheels, and a drdt2.
      
      I'll eBay the air drill and pneumatic sqeezer.
      
      Sent from my iPod
      
      On Dec 30, 2009, at 5:56 PM, Luis Rodriguez   
      wrote:
      
      >
      > Which tool kit is the most complete/best to order for the -10.
      >
      >
      > Sent from my iPod
      >
      >
      
      
________________________________________________________________________________
Date: 
Dec 31, 2009
From: 
Kelly McMullen <kellym(at)aviating.com>
Subject: 
Re: Most complete tool kit
      
      
      IMHO, your best deal on a drill is from Avery. The Chicago Pneumatic is 
      compact, light, and  has a very nice touch teasing trigger, for $125, or 
      $155 with reversing. Sure a keyless chuck is nice, but is it worth an 
      extra $70? Maybe Avery would make a deal combining the two.
      
      Luis Rodriguez wrote:
      > 
      > Score:
      > 
      > Ischam 3
      > Avery.  1
      > Custom 2
      > 
      > Thank you for the responses so far!!!
      > 
      > I'll definetly add the hole punch, extra clecos, extra scotchbrite 
      > wheels, and a drdt2.
      > 
      > I'll eBay the air drill and pneumatic sqeezer.
      > 
      > Sent from my iPod
      > 
      > On Dec 30, 2009, at 5:56 PM, Luis Rodriguez  wrote:
      > 
      >>
      >> Which tool kit is the most complete/best to order for the -10.
      >>
      >>
      >>
      >> Sent from my iPod
      >>
      >>
      >>
      >>
      > 
      > 
      > 
      > 
      
      
________________________________________________________________________________
Date: 
Dec 31, 2009
From: 
Bill Mauledriver Watson <MauleDriver(at)nc.rr.com>
Subject: 
Re: Most complete tool kit
      
      
      I have the red one and not sure the teasing capability is very good, so 
      the Chicago sounds great.  Keyless chuck?  Can't imagine being without it.
      
      Kelly McMullen wrote:
      >
      > IMHO, your best deal on a drill is from Avery. The Chicago Pneumatic 
      > is compact, light, and  has a very nice touch teasing trigger, for 
      > $125, or $155 with reversing. Sure a keyless chuck is nice, but is it 
      > worth an extra $70? Maybe Avery would make a deal combining the two.
      >
      > Luis Rodriguez wrote:
      >>
      >> Score:
      >>
      >> Ischam 3
      >> Avery.  1
      >> Custom 2
      >>
      >> Thank you for the responses so far!!!
      >>
      >> I'll definetly add the hole punch, extra clecos, extra scotchbrite 
      >> wheels, and a drdt2.
      >>
      >> I'll eBay the air drill and pneumatic sqeezer.
      >>
      >> Sent from my iPod
      >>
      >> On Dec 30, 2009, at 5:56 PM, Luis Rodriguez  
      >> wrote:
      >>
      >>>
      >>> Which tool kit is the most complete/best to order for the -10.
      >>>
      >>>
      >>>
      >>> Sent from my iPod
      >>>
      >>>
      >>>
      >>>
      >>
      >>
      >>
      >>
      >
      >
      
      
________________________________________________________________________________
From: 
"Seano" <sean(at)braunandco.com>
Subject: 
Re: Most complete tool kit
Date: 
Dec 31, 2009
      
      
      In my kit Isham threw in the keyless chuck Souix drill and it has been great 
      even after being dropped about a hundred times.  The keyless chuck part was 
      a free upgrade not the drill itself.
      
      ----- Original Message ----- 
      From: "Luis Rodriguez" <luis(at)cristabelle.net>
      Sent: Thursday, December 31, 2009 6:19 AM
      Subject: Re: RV10-List: Most complete tool kit
      
      
      >
      > Score:
      >
      > Ischam 3
      > Avery.  1
      > Custom 2
      >
      > Thank you for the responses so far!!!
      >
      > I'll definetly add the hole punch, extra clecos, extra scotchbrite 
      > wheels, and a drdt2.
      >
      > I'll eBay the air drill and pneumatic sqeezer.
      >
      > Sent from my iPod
      >
      > On Dec 30, 2009, at 5:56 PM, Luis Rodriguez   wrote:
      >
      >>
      >> Which tool kit is the most complete/best to order for the -10.
      >>
      >>
      >>
      >> Sent from my iPod
      >>
      >>
      >>
      >>
      >
      >
      > 
      
      
________________________________________________________________________________
Subject: 
Re: Overhead map and panel lighting options
From: 
"Strasnuts" <sean(at)braunandco.com>
Date: 
Dec 31, 2009
      
      
      I bought the Aveoflash position lights and overhead lights (eyebeams).  I thought
      after seeing how cool the position lights were, I had to buy the eyebeams.
      They are not as cool as you think.  Mine came from Aircraft Spruce and looked
      as if they had been demo models.  The face plates were falling off and they looked
      like someone rubbed their finger up and down them a million times.  Come
      to find out Aircraft Spruce sells the bezels and adhesive separate because I'm
      sure everyone who bought these wants to replace the bezels after a short period
      of use.  They are also big, 3-1/16 diameter.  I am now trying to find a place
      on Geoff's awesome carbon fiber overhead to fit them.  I may put one up front
      and one in back, if I keep them.  I called Aircraft Spruce about the Eyebeams'
      bezels, they are so good about returns.  I had them send me two new bezels
      and adhesive (free) so I can replace mine that I haven't even used yet.  I plan
      on buying some protective plastic material like the one on Iphones if using
      the lights.
      
      --------
      Cust. #40936
      RV-10 SB Fuselage
      N801VR reserved
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=279406#279406
      
      
________________________________________________________________________________
Subject: 
Re: Automotive Spark Plugs
From: 
"AirMike" <Mikeabel(at)Pacbell.net>
Date: 
Dec 31, 2009
      
      
      I am not the sharpest tool in drawer, but why would you want to take a chance with
      an automotive product to save a few bucks on a $40K engine.
      Aircraft plugs are designed for A/C engines. Explain me?
      
      --------
      OSH '10 or Bust 
      Q/B - testing phase 1
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=279410#279410
      
      
________________________________________________________________________________
From: 
"Pascal" <rv10builder(at)verizon.net>
Subject: 
Re: Most complete tool kit
Date: 
Dec 31, 2009
      
      I looked at putting a keyless chuck on my Sioux, but in the end I never 
      really felt that it was a big enough deal to actually do it. I think if 
      one is frugal, like me, it certainly is worth just trying everything as 
      is and upgrading those things that one really needs (or wants) no 
      different than the kit itself, some items really "need" to be 
      replaced/upgraded and many don't, others are fine as it is even though 
      some have upgraded. My examples would focus around the landing gear; 
      axle, extension, wheel, etc.
      
      
      --------------------------------------------------
      From: "Bill Mauledriver Watson" <MauleDriver(at)nc.rr.com>
      Sent: Thursday, December 31, 2009 7:20 AM
      Subject: Re: RV10-List: Most complete tool kit
      
      
      > 
      > I have the red one and not sure the teasing capability is very good, 
      so 
      > the Chicago sounds great.  Keyless chuck?  Can't imagine being without 
      it.
      > 
      > Kelly McMullen wrote:
      >>
      >> IMHO, your best deal on a drill is from Avery. The Chicago Pneumatic 
      >> is compact, light, and  has a very nice touch teasing trigger, for 
      >> $125, or $155 with reversing. Sure a keyless chuck is nice, but is it 
      
      >> worth an extra $70? Maybe Avery would make a deal combining the two.
      >>
      >> Luis Rodriguez wrote:
      
      >>>
      >>> Score:
      >>>
      >>> Ischam 3
      >>> Avery.  1
      >>> Custom 2
      >>>
      >>> Thank you for the responses so far!!!
      >>>
      >>> I'll definetly add the hole punch, extra clecos, extra scotchbrite 
      >>> wheels, and a drdt2.
      >>>
      >>> I'll eBay the air drill and pneumatic sqeezer.
      >>>
      >>> Sent from my iPod
      >>>
      >>> On Dec 30, 2009, at 5:56 PM, Luis Rodriguez  
      >>> wrote:
      >>>
      
      >>>>
      >>>> Which tool kit is the most complete/best to order for the -10.
      >>>>
      >>>>
      >>>>
      >>>> Sent from my iPod
      >>>>
      >>>>
      >>>>
      >>>>
      >>>
      >>>
      >>>
      >>>
      >>
      >>
      >>
      >>
      >>
      >>
      > 
      > 
      > 
      > 
      > 
      > 
      > 
      > 
      > 
      >
      
________________________________________________________________________________
From: 
"Carl Froehlich" <carl.froehlich(at)verizon.net>
Subject: 
Re: Automotive Spark Plugs
Date: 
Dec 31, 2009
      
      
      The comparison should not be between aircraft and automotive plugs, it
      should be between magnetos and electronic ignition.  Automotive plugs are
      not compatible with magnetos as the magneto spark is not sufficient for the
      typically larger gaps in automotive plugs.  While aircraft plugs will work
      with electronic ignitions they provide, at best,  no advantage over
      automotive plugs.  I also find the wide heat range availability of
      automotive plugs a benefit to better match the engine/ignition combination.
      The fact that the NGK BR8ES plugs that I use with my dual pMag install on my
      8A cost $1.60 each is simply a side benefit.
      
      The benefits provided by an electronic ignition like eMag or pMag is not
      about the spark plugs.  
      
      Carl Froehlich
      
      -----Original Message-----
      From: owner-rv10-list-server(at)matronics.com
      [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of AirMike
      Sent: Thursday, December 31, 2009 11:01 AM
      Subject: RV10-List: Re: Automotive Spark Plugs
      
      
      I am not the sharpest tool in drawer, but why would you want to take a
      chance with an automotive product to save a few bucks on a $40K engine.
      Aircraft plugs are designed for A/C engines. Explain me?
      
      --------
      OSH '10 or Bust 
      Q/B - testing phase 1
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=279410#279410
      
      
________________________________________________________________________________
From: 
"Albert Gardner" <ibspud(at)roadrunner.com>
Subject: 
Most complete tool kit
Date: 
Dec 31, 2009
      
      The RV-10 is my 3rd kit but I never bought a complete tool kit, just what I
      needed from time to time. Most from Avery (excellent quality and service)
      but some from Harbor Freight (cheap and lacking quality). If you are near
      other builders or there is a active EAA Chapter nearby, those guys can offer
      advice (some good,  some  great, some ?) on what you need, how to use it,
      and might even lend seldom used, expensive tools so that you can save money
      for gas.  By the time you buy your own you may have used what you are
      thinking of buying and will will make better decisions I think. For
      instance, I have found reaming the pilot holes rather than using a drill
      leaves far less to deburr. And I borrowed a friends Fein Multitool for the
      fiberglass top rather than buy one-good deal for me since I've never had any
      need for one since.
      
      Albert Gardner
      
      N991RV
      
      Yuma, AZ
      
      
________________________________________________________________________________
Date: 
Dec 31, 2009
From: 
Don McDonald <building_partner(at)yahoo.com>
Subject: 
Re: Automotive Spark Plugs
      
      
      Last time I ck'd, all the race cars with tons more $$$$'s in their engines,
       use automotive plugs.- If aircraft plugs were-better, trust me, they'd
       be using them.
      Even the plugs Klaus recommends are automotive.
      Don
      
      
      --- On Thu, 12/31/09, AirMike  wrote:
      
      
      From: AirMike <Mikeabel(at)Pacbell.net>
      Subject: RV10-List: Re: Automotive Spark Plugs
      Date: Thursday, December 31, 2009, 8:00 AM
      
      
      I am not the sharpest tool in drawer, but why would you want to take a chan
      ce with an automotive product to save a few bucks on a $40K engine.
      Aircraft plugs are designed for A/C engines. Explain me?
      
      --------
      OSH '10 or Bust 
      Q/B - testing phase 1
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=279410#279410
      
      
      le, List Admin.
      
      
      =0A=0A=0A      
      
________________________________________________________________________________
Date: 
Dec 31, 2009
From: 
<ricksked(at)cox.net>
Subject: 
Re: Automotive Spark Plugs
      
      
      I'd be willing to bet those plugs John Force runs in his Funny Cars are a bit "different"
      than standard auto plugs but in theory your right Don.
      
      If I recall how it was explained to me, the plug needs to be able to burn off deposits
      and keep firing even with a buildup. I believe that the plug doesn't know
      so much what type of engine it is installed in but what type of ignition keeps
      it firing cleanly. The people using automotive plugs are using electronic
      ignition designed for automotive plugs, myself I have two conventional mags and
      I use plugs designed to work with those magnetos. If you keep your plugs rotated,
      cleaned and gapped properly they should go all the way to TBO. Unless you
      drop one....then you get to bitch about how expensive they are.
      
      Rick Sked
      N246RS
      ---- Don McDonald  wrote: 
      > 
      > Last time I ck'd, all the race cars with tons more $$$$'s in their engines, use
      automotive plugs. If aircraft plugs werebetter, trust me, they'd be using them.
      > Even the plugs Klaus recommends are automotive.
      > Don
      > 
      > 
      > --- On Thu, 12/31/09, AirMike  wrote:
      > 
      > 
      > From: AirMike <Mikeabel(at)Pacbell.net>
      > Subject: RV10-List: Re: Automotive Spark Plugs
      > To: rv10-list(at)matronics.com
      > Date: Thursday, December 31, 2009, 8:00 AM
      > 
      > 
      > 
      > I am not the sharpest tool in drawer, but why would you want to take a chance
      with an automotive product to save a few bucks on a $40K engine.
      > Aircraft plugs are designed for A/C engines. Explain me?
      > 
      > --------
      > OSH '10 or Bust 
      > Q/B - testing phase 1
      > 
      > 
      > 
      > 
      > Read this topic online here:
      > 
      > http://forums.matronics.com/viewtopic.php?p=279410#279410
      > 
      > 
      > 
      > 
      > 
      > 
      > 
      > le, List Admin.
      > 
      > 
      > 
      >
      
      
________________________________________________________________________________
From: 
Luis Rodriguez <luis(at)cristabelle.net>
Subject: 
Re: Automotive Spark Plugs
Date: 
Dec 31, 2009
      
      
      I learn something new EVERYDAY reading this list.  Using automotive  
      spark plugs is a great saver.
      
      Thanks for everyones input on the list.
      
      Sent from my iPod
      
      On Dec 30, 2009, at 8:27 PM, "Carl Froehlich"  wrote:
      
      > >
      >
      > The standard setup for electronic ignitions and standard compression
      > Lycoming engines is NGK BR8ES.  You can typically get these for  
      > $1.60 or so
      > each.  Remember you will need to use an adapter.  Here are a couple  
      > of links
      > for the adapter
      > http://www.aircraftspruce.com/catalog/eppages/plugadapter.php or
      > http://lightspeedengineering.com/Products/Sparkplugs.htm
      >
      > I'm running these plugs in my IO-360 (180hp) RV-8A for the last  
      > several
      > hundred hours (eMag ignitions).  I'll use them in the RV-10 assuming  
      > eMag
      > gets their 6 cylinder EI done in time.
      >
      > Carl
      >
      > -----Original Message-----
      > From: owner-rv10-list-server(at)matronics.com
      > [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of
      > rv8grover(at)verizon.net
      > Sent: Wednesday, December 30, 2009 7:59 PM
      > To: rv10-list(at)matronics.com
      > Subject: RV10-List: Automotive Spark Plugs
      >
      > 
      >
      > Is anyone using Automotive spark plugs with their electronic  
      > ignition on the
      > IO-540 D5A4 engine??
      >
      > If so, what is the part number?
      >
      > I just dropped one of my UREM 38 S plugs and broke the ceramic. I've  
      > heard
      > that Champion wants $75 for one of them.
      >
      > Ron Grover
      > 40063
      >
      >
      > Read this topic online here:
      >
      > http://forums.matronics.com/viewtopic.php?p=279323#279323
      >
      >
      
      
________________________________________________________________________________
Subject: 
Re: Overhead map and panel lighting options
From: 
"Jim Berry" <jimberry(at)qwest.net>
Date: 
Dec 31, 2009
      
      
      Bill,
      
      I went with Stein's led lights; one for each seat. Based on the recommendation
      of an ophthalmologist friend who has a stable of 6 planes( C150, C180 on floats,
      Pitts S2, C421, Fuqua jet, Citation) I got the blue ones. His short explanation
      is that blue is better for seeing things inside the cabin( maps, charts,
      etc.) while red is better for seeing stuff outside.
      
      The swivel on Stein's lights plus a dimmer makes for a very flexible lighting system.
      
      Jim Berry
      40482
      N15JB
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=279434#279434
      
      
________________________________________________________________________________
Date: 
Dec 31, 2009
Subject: 
Re: Most complete tool kit
From: 
Chris Colohan <rv10(at)colohan.com>
      
      While I've got the experts on the line...
      
      I'm currently trying to acquire used tools (aka, on the cheap) to start
      building an RV-10.  I've been looking at ebay for drills, and realize I
      don't quite know what I need.
      
      In particular, when I read articles on building, I've seen multiple
      references (including the Sioux web site) which say you need >5000rpm in a
      drill for working with aluminum.  But such a drill doesn't seem to exist,
      and the drills that come with RV-10 tool kits tend to be around 2000rpm.
      
      If I just buy one of the (many) older Sioux drills on ebay, am I likely to
      be happy?  Or do these things tend to wear out or break in funny ways when
      they get older?
      
      Chris
      
      On Thu, Dec 31, 2009 at 8:02 AM, Pascal  wrote:
      
      >  I looked at putting a keyless chuck on my Sioux, but in the end I never
      > really felt that it was a big enough deal to actually do it. I think if one
      > is frugal, like me, it certainly is worth just trying everything as is and
      > upgrading those things that one really needs (or wants) no different than
      > the kit itself, some items really "need" to be replaced/upgraded and many
      > don't, others are fine as it is even though some have upgraded. My examples
      > would focus around the landing gear; axle, extension, wheel, etc.
      >
      >
      > --------------------------------------------------
      > From: "Bill Mauledriver Watson" <MauleDriver(at)nc.rr.com>
      > Sent: Thursday, December 31, 2009 7:20 AM
      >
      > To: 
      > Subject: Re: RV10-List: Most complete tool kit
      >
      > MauleDriver(at)nc.rr.com>
      > >
      > > I have the red one and not sure the teasing capability is very good, so
      > > the Chicago sounds great.  Keyless chuck?  Can't imagine being without
      > it.
      > >
      > > Kelly McMullen wrote:
      > >>
      > >> IMHO, your best deal on a drill is from Avery. The Chicago Pneumatic
      > >> is compact, light, and  has a very nice touch teasing trigger, for
      > >> $125, or $155 with reversing. Sure a keyless chuck is nice, but is it
      > >> worth an extra $70? Maybe Avery would make a deal combining the two.
      > >>
      > >> Luis Rodriguez wrote:
      > >>>
      > >>> Score:
      > >>>
      > >>> Ischam 3
      > >>> Avery.  1
      > >>> Custom 2
      > >>>
      > >>> Thank you for the responses so far!!!
      > >>>
      > >>> I'll definetly add the hole punch, extra clecos, extra scotchbrite
      > >>> wheels, and a drdt2.
      > >>>
      > >>> I'll eBay the air drill and pneumatic sqeezer.
      > >>>
      > >>> Sent from my iPod
      > >>>
      > >>> On Dec 30, 2009, at 5:56 PM, Luis Rodriguez 
      > >>> wrote:
      > >>>
      > >
      > >>>>
      > >>>> Which tool kit is the most complete/best to order for the -10.
      > >>>>
      > >>>>
      > >>>>
      > >>>> Sent from my iPod
      > >>>>
      > >>>>
      > >>>>
      > >>>>
      > >>>
      > >>>
      > >>>
      > >>>
      > >>
      > >>
      > >>
      > >>
      > >>
      > >>
      > >
      > >
      > >
      > > ==========
      >
      > > Support Your Lists This Month --
      > > Get Some the Annual Contribution link Terrific Free www.aeroelectric.com
      > > HomebuiltHELP Contribution Web bsp;                  ==========
      > > RV10-List Email browse
      > > Photoshare, and much ==========
      > > bsp;   via the ==========
      > >
      > >
      > >
      >
      > *
      >
      >
      > *
      >
      >
      
________________________________________________________________________________
From: 
"John Cumins" <jcumins(at)jcis.net>
Subject: 
Most complete tool kit
Date: 
Dec 31, 2009
      
      
      Louis
      
      The drill and pneumatic sqeezer are part of the ISM kit you want to get both
      from them and I love the feel of the drill fits my hand perfectly.
      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
      -----Original Message-----
      From: owner-rv10-list-server(at)matronics.com
      [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Luis Rodriguez
      Sent: Thursday, December 31, 2009 5:20 AM
      Subject: Re: RV10-List: Most complete tool kit
      
      
      Score:
      
      Ischam 3
      Avery.  1
      Custom 2
      
      Thank you for the responses so far!!!
      

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December 28, 2009 - December 31, 2009

RV10-Archive.digest.vol-ft

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