RV10-Archive.digest.vol-jf
January 31, 2013 - February 20, 2013
> >
> > From: "Stein Bruch" <stein(at)steinair.com>
> > Subject: RE: RV10-List: Flying an aileron roll in the -10?!
> >
> >
> > He's not the first and likely won't be the last! :)
> >
> > Not that I'd recommend it at all, but as good ole' Bob Hoover has shown,
> a
> > nicely executed roll is just about exactly 1G through the entire
> > thing...even if you are pouring a cup of tea whilst doing it in an
> airplane
> > not designed for it. I believe Tex Johnson also caught a bit of flak for
> > doing the same thing in a 707!
> >
> > Cheers,
> > Stein
> >
> >
>
>
________________________________________________________________________________
| From: | Bill Watson <Mauledriver(at)nc.rr.com> |
| Subject: | Re: Flying an aileron roll in the -10?! |
Great article! Thanks for that. I too always thought Hoover was doing
a barrel roll in the Shrike but the explanation here makes much more
sense. I kind of feel sorry for those who never got the chance to see
the master of the Shrike do his thing in it. Freaking breathtaking.
The more you know, the more breathtaking it was.
I would note that the Hoover roll was described as an initial pitch
to between 20 and 45 degrees and that Bob actually pitched the Shrike to
between 60 and 70 degrees (I don't think so but that's what the article
said).
Great stuff here but it feels like something else should be said here;
Please don't try any of it. Don't try any of it without an aerobatic
instructor in an appropriate aircraft with 'chutes.
I've had 1 week's intensive aerobatic instruction in gliders. I'm not
sure any aerobatic airplane is more difficult to slow roll properly than
a 2 place Grob glider. I thoroughly enjoyed the training but have since
not performed a single aerobatic maneuver in anything since. Why?
Respect for the difficulty involved and respect for our sport. Every
rule and precaution has been in response to people screwing it up and
busting themselves up.
The roll techniques described in the article are very informative. What
they skip is that too many people experimenting in too many aerobatic
and non-aerobatic airplanes dish out of their initial attempts. Dishing
out is the opposite of everything you read here and you can break things.
Yes, I probably self taught myself to do a few loops and rolls before I
got some instruction. Training taught me that was stupid.
I probably did some cloud flying without a gyro (yes it can be done in
limited ways). That's incredibly stupid. If I did it, I must have been
very young and dumb. However, after starting my training for the IR, I
wouldn't even stretch the FAA criteria for currency. Fact is, the
criteria is less than you really need.
Yes, the RVs can generally do an ailron roll with little more than a
thought. The RV10 perhaps a bit less so. But I don't have a clue and
never will. And who needs a chute for a little casual acro?
Anyway, please don't read this stuff and decide to go out and try it.
At least get an experienced acro pilot in the seat next to you. Please.
<>
On 1/31/2013 2:42 PM, Ed Kranz wrote:
> This article explains the different types of rolls:
>
> http://www.iacusn.org/schools/reprints/08aug_rollisa.pdf
>
> As this article states, what Bob Hoover did in the Shrike Commander
> was an aileron roll, and he was able to do it at a constant 1G. You've
> probably seen the video of him pouring tea during the roll. The
> article also explains that this maneuver begins with a ~20 degree nose
> up, then roll, which is what the youtube video shows. If he did the
> manuver correctly he should have been at 1G or less the entire time.
>
> A barrel role is a combination of a loop and a roll, and at the bottom
> Release Date: 01/31/13
________________________________________________________________________________
| From: | John MacCallum <john.maccallum(at)bigpond.com> |
| Subject: | Removing the baggage door cut-away portion of the fuselage |
skin
Hi Carlos,
I left mine in until I had attached the Tailcone. I thought it better to
keep it in place until the riveting of the skin was finished to maintain
the shape. It wasn't a problem cutting it out after I had
Finished the overlaps.
Cheers
John MacCallum
VH-DUU
RV 10 # 41016
From: owner-rv10-list-server(at)matronics.com
[mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Carlos Trigo
Sent: Friday, 1 February 2013 3:44 AM
Subject: RV10-List: Removing the baggage door cut-away portion of the
fuselage skin
Guys
Question for those who used a QB fuselage:
Did you remove the baggage door cut-away portion of the fuselage skin BEFORE
or AFTER attaching the tail cone to the Fwd section of the fuselage?
Regards
Carlos
________________________________________________________________________________
| From: | Dave Saylor <dave.saylor.aircrafters(at)gmail.com> |
| Subject: | Re: Flying an aileron roll in the -10?! |
I had a blast for a couple days in a Pitts at Sean Tucker's Tutima
Academy. Over two days we spent 4+ hours flying and twice as much in
the classroom. Both parts were fascinating! I can't recommend it
enough. And as Bill said, I really have no inclination to try that
stuff in a non-aerobatic plane. Having the right equipment just makes
it so much more enjoyable.
Dave Saylor
831-750-0284 CL
On Thu, Jan 31, 2013 at 3:47 PM, Bill Watson wrote:
>
> Great article! Thanks for that. I too always thought Hoover was doing a
> barrel roll in the Shrike but the explanation here makes much more sense.
> I kind of feel sorry for those who never got the chance to see the master of
> the Shrike do his thing in it. Freaking breathtaking. The more you know,
> the more breathtaking it was.
>
> I would note that the Hoover roll was described as an initial pitch to
> between 20 and 45 degrees and that Bob actually pitched the Shrike to
> between 60 and 70 degrees (I don't think so but that's what the article
> said).
>
> Great stuff here but it feels like something else should be said here;
> Please don't try any of it. Don't try any of it without an aerobatic
> instructor in an appropriate aircraft with 'chutes.
>
> I've had 1 week's intensive aerobatic instruction in gliders. I'm not sure
> any aerobatic airplane is more difficult to slow roll properly than a 2
> place Grob glider. I thoroughly enjoyed the training but have since not
> performed a single aerobatic maneuver in anything since. Why? Respect for
> the difficulty involved and respect for our sport. Every rule and
> precaution has been in response to people screwing it up and busting
> themselves up.
>
> The roll techniques described in the article are very informative. What
> they skip is that too many people experimenting in too many aerobatic and
> non-aerobatic airplanes dish out of their initial attempts. Dishing out is
> the opposite of everything you read here and you can break things.
>
> Yes, I probably self taught myself to do a few loops and rolls before I got
> some instruction. Training taught me that was stupid.
>
> I probably did some cloud flying without a gyro (yes it can be done in
> limited ways). That's incredibly stupid. If I did it, I must have been
> very young and dumb. However, after starting my training for the IR, I
> wouldn't even stretch the FAA criteria for currency. Fact is, the criteria
> is less than you really need.
>
> Yes, the RVs can generally do an ailron roll with little more than a
> thought. The RV10 perhaps a bit less so. But I don't have a clue and
> never will. And who needs a chute for a little casual acro?
>
> Anyway, please don't read this stuff and decide to go out and try it. At
> least get an experienced acro pilot in the seat next to you. Please.
>
> <>
>
>
> On 1/31/2013 2:42 PM, Ed Kranz wrote:
>>
>> This article explains the different types of rolls:
>>
>> http://www.iacusn.org/schools/reprints/08aug_rollisa.pdf
>>
>> As this article states, what Bob Hoover did in the Shrike Commander was an
>> aileron roll, and he was able to do it at a constant 1G. You've probably
>> seen the video of him pouring tea during the roll. The article also explains
>> that this maneuver begins with a ~20 degree nose up, then roll, which is
>> what the youtube video shows. If he did the manuver correctly he should have
>> been at 1G or less the entire time.
>>
>> A barrel role is a combination of a loop and a roll, and at the bottom
>> Release Date: 01/31/13
>
>
________________________________________________________________________________
| From: | "Carlos Trigo" <trigo(at)mail.telepac.pt> |
| Subject: | Removing the baggage door cut-away portion of the fuselage |
skin
Yes, that's exactly what I had in mind, but I wanted to confirm if anyone
had done it before.
Thanks
Carlos
From: owner-rv10-list-server(at)matronics.com
[mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of John MacCallum
Sent: sexta-feira, 1 de Fevereiro de 2013 01:08
Subject: RE: RV10-List: Removing the baggage door cut-away portion of the
fuselage skin
Hi Carlos,
I left mine in until I had attached the Tailcone. I thought it better to
keep it in place until the riveting of the skin was finished to maintain
the shape. It wasn't a problem cutting it out after I had
Finished the overlaps.
Cheers
John MacCallum
VH-DUU
RV 10 # 41016
From: owner-rv10-list-server(at)matronics.com
[mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Carlos Trigo
Sent: Friday, 1 February 2013 3:44 AM
Subject: RV10-List: Removing the baggage door cut-away portion of the
fuselage skin
Guys
Question for those who used a QB fuselage:
Did you remove the baggage door cut-away portion of the fuselage skin BEFORE
or AFTER attaching the tail cone to the Fwd section of the fuselage?
Regards
Carlos
http://www.matronics.com/Navigator?RV10-List
http://forums.matronics.com
http://www.matronics.com/contribution
________________________________________________________________________________
| Subject: | Re: Removing the baggage door cut-away portion of the fuselage |
skin
| From: | Kelly McMullen <apilot2(at)gmail.com> |
Check to see if the longeron forward of the baggage door needs trimming or
not. Several of us had to do that cut in situ, without cutting the skin as
the "new" quick build facility didn't cut it to length.
On Fri, Feb 1, 2013 at 7:26 AM, Carlos Trigo wrote:
> Yes, that=92s exactly what I had in mind, but I wanted to confirm if anyo
ne
> had done it before.****
>
> ** **
>
> Thanks****
>
> Carlos ****
>
> ** **
>
> *From:* owner-rv10-list-server(at)matronics.com [mailto:
> owner-rv10-list-server(at)matronics.com] *On Behalf Of *John MacCallum
> *Sent:* sexta-feira, 1 de Fevereiro de 2013 01:08
> *To:* rv10-list(at)matronics.com
> *Subject:* RE: RV10-List: Removing the baggage door cut-away portion of
> the fuselage skin****
>
> ** **
>
> Hi Carlos,****
>
> I left mine in until I had attached the Tailcone. I thought it better to
> keep it in place until the riveting of the skin was finished to maintain
> the shape. It wasn=92t a problem cutting it out after I had****
>
> Finished the overlaps.****
>
> ** **
>
> ** **
>
> Cheers****
>
> ** **
>
> John MacCallum****
>
> VH-DUU****
>
> RV 10 # 41016****
>
> ** **
>
> ** **
>
> ** **
>
> *From:* owner-rv10-list-server(at)matronics.com [
> mailto:owner-rv10-list-server(at)matronics.com]
> *On Behalf Of *Carlos Trigo
> *Sent:* Friday, 1 February 2013 3:44 AM
> *To:* rv10-list(at)matronics.com
> *Subject:* RV10-List: Removing the baggage door cut-away portion of the
> fuselage skin****
>
> ** **
>
> Guys****
>
> ** **
>
> Question for those who used a QB fuselage:****
>
> Did you remove the baggage door cut-away portion of the fuselage skin
> BEFORE or AFTER attaching the tail cone to the Fwd section of the fuselag
e?
> ****
>
> ** **
>
> Regards****
>
> Carlos ****
>
> * *
>
> * *
>
> * *
>
> *http://www.matronics.com/Navigator?RV10-List*
>
> * *
>
> *http://forums.matronics.com*
>
> * *
>
> *http://www.matronics.com/contribution*
>
> * *
>
> * *
>
> * *
>
> * *
>
> **
>
> **
>
> **
>
> **
>
> **
>
> *http://www.matronics.com/Navigator?RV10-List*
>
> **
>
> **
>
> *http://forums.matronics.com*
>
> **
>
> **
>
> **
>
> **
>
> *http://www.matronics.com/contribution*
>
> **
>
> * *
>
> *
>
===========
===========
===========
===========
> *
>
>
________________________________________________________________________________
| From: | Bill Watson <Mauledriver(at)nc.rr.com> |
| Subject: | Re: Removing the baggage door cut-away portion of the fuselage |
skin
On 2/1/2013 9:34 AM, Kelly McMullen wrote:
> Check to see if the longeron forward of the baggage door needs
> trimming or not. Several of us had to do that cut in situ, without
> cutting the skin as the "new" quick build facility didn't cut it to
> length.
>
Yep, that happened to me too. Confusing for a bit...
________________________________________________________________________________
| From: | Jesse Saint <jesse(at)saintaviation.com> |
| Subject: | Dynon Skyview software version 5.0? |
Does anybody on the list have SkyView software version 5.0 (not 5.1) that they
can email me?
Thanks.
Jesse Saint
Saint Aviation, Inc.
jesse(at)saintaviation.com
C: 352-427-0285
F: 815-377-3694
________________________________________________________________________________
| From: | Jae Chang <jc-matronics_rv(at)jline.com> |
| Subject: | Re: Dynon Skyview software version 5.0? |
http://www.dynonavionics.com/downloads/Software/SkyView-5.0.0-dynon_update.dup
If you only want the firmward download, the original download link still
works. This does not include any of the map data updates at all, but I
don't think there were any map changes anyway with 5.1.
Jae
On 2/1/2013 10:00 AM, Jesse Saint wrote:
>
> Does anybody on the list have SkyView software version 5.0 (not 5.1) that they
can email me?
>
> Thanks.
>
> Jesse Saint
> Saint Aviation, Inc.
> jesse(at)saintaviation.com
> C: 352-427-0285
> F: 815-377-3694
>
________________________________________________________________________________
| From: | Kelly McMullen <kellym(at)aviating.com> |
| Subject: | Re: Dynon Skyview software version 5.0? |
Is there an issue with 5.1? I have 5.0, but haven't loaded it yet.
On 2/1/2013 11:17 AM, Jae Chang wrote:
>
> http://www.dynonavionics.com/downloads/Software/SkyView-5.0.0-dynon_update.dup
>
>
> If you only want the firmward download, the original download link
> still works. This does not include any of the map data updates at all,
> but I don't think there were any map changes anyway with 5.1.
>
> Jae
>
> On 2/1/2013 10:00 AM, Jesse Saint wrote:
>>
>> Does anybody on the list have SkyView software version 5.0 (not 5.1)
>> that they can email me?
>>
>> Thanks.
>>
>> Jesse Saint
>> Saint Aviation, Inc.
>> jesse(at)saintaviation.com
>> C: 352-427-0285
>> F: 815-377-3694
>>
>
>
-----
No virus found in this message.
Checked by AVG - www.avg.com
________________________________________________________________________________
| From: | "Pascal" <rv10flyer(at)live.com> |
| Subject: | Re: Dynon Skyview software version 5.0? |
I have a VP-200, the new EMS stream that allows Data logging for the Dynon
apparently is incompatible with the Vertical Power.
-----Original Message-----
From: Kelly McMullen
Sent: Friday, February 01, 2013 11:56 AM
Subject: Re: RV10-List: Dynon Skyview software version 5.0?
Is there an issue with 5.1? I have 5.0, but haven't loaded it yet.
On 2/1/2013 11:17 AM, Jae Chang wrote:
>
> http://www.dynonavionics.com/downloads/Software/SkyView-5.0.0-dynon_update.dup
>
> If you only want the firmward download, the original download link still
> works. This does not include any of the map data updates at all, but I
> don't think there were any map changes anyway with 5.1.
>
> Jae
>
> On 2/1/2013 10:00 AM, Jesse Saint wrote:
>>
>> Does anybody on the list have SkyView software version 5.0 (not 5.1) that
>> they can email me?
>>
>> Thanks.
>>
>> Jesse Saint
>> Saint Aviation, Inc.
>> jesse(at)saintaviation.com
>> C: 352-427-0285
>> F: 815-377-3694
>>
>
>
-----
No virus found in this message.
Checked by AVG - www.avg.com
________________________________________________________________________________
| From: | Matt Dralle <dralle(at)matronics.com> |
| Subject: | Re: Dynon Skyview software version 5.0? |
Did your VP-200 just stop receiving EMS data from the Skyview after the upgrade
to 5.1? I was going to install 5.1 tomorrow, but it sounds like I might want
to hold off?
Matt
At 01:11 PM 2/1/2013 Friday, you wrote:
>
>I have a VP-200, the new EMS stream that allows Data logging for the Dynon apparently
is incompatible with the Vertical Power.
>
>-----Original Message----- From: Kelly McMullen
>Sent: Friday, February 01, 2013 11:56 AM
>To: rv10-list(at)matronics.com
>Subject: Re: RV10-List: Dynon Skyview software version 5.0?
>
>
>Is there an issue with 5.1? I have 5.0, but haven't loaded it yet.
>
>On 2/1/2013 11:17 AM, Jae Chang wrote:
>>
>>http://www.dynonavionics.com/downloads/Software/SkyView-5.0.0-dynon_update.dup
>>
>>If you only want the firmward download, the original download link still works.
This does not include any of the map data updates at all, but I don't think
there were any map changes anyway with 5.1.
>>
>>Jae
>>
>>On 2/1/2013 10:00 AM, Jesse Saint wrote:
>>>
>>>Does anybody on the list have SkyView software version 5.0 (not 5.1) that they
can email me?
>>>
>>>Thanks.
>>>
>>>Jesse Saint
>>>Saint Aviation, Inc.
>>>jesse(at)saintaviation.com
>>>C: 352-427-0285
>>>F: 815-377-3694
>>
>>
>>
>>
>
>
>-----
>No virus found in this message.
>Checked by AVG - www.avg.com
>
>
Matt G Dralle | Matronics | 581 Jeannie Way | Livermore | CA | 94550
925-606-1001 V | 925-606-6281 F | dralle(at)matronics.com Email
http://www.matronics.com/ WWW | Featuring Products For Aircraft
________________________________________________________________________________
| From: | "Pascal" <rv10flyer(at)live.com> |
| Subject: | Re: Dynon Skyview software version 5.0? |
My apologies, In my rush to respond, I used the wrong word. I should have
said "May be" versus "apparently is". As far as I knw, no one has tested it
to confirm one way or the other. My theory is Dynon mentioned there was an
upgrade to the EMS information so I threw that out as a "potential issue".
If I was able I would install the upgrade this weekend and confirm. Worst
case I would just reinstall the 5.0.0 firmware.
Pascal
-----Original Message-----
From: Matt Dralle
Sent: Friday, February 01, 2013 3:14 PM
Subject: Re: RV10-List: Dynon Skyview software version 5.0?
Did your VP-200 just stop receiving EMS data from the Skyview after the
upgrade to 5.1? I was going to install 5.1 tomorrow, but it sounds like I
might want to hold off?
Matt
At 01:11 PM 2/1/2013 Friday, you wrote:
>
>I have a VP-200, the new EMS stream that allows Data logging for the Dynon
>apparently is incompatible with the Vertical Power.
>
>-----Original Message----- From: Kelly McMullen
>Sent: Friday, February 01, 2013 11:56 AM
>To: rv10-list(at)matronics.com
>Subject: Re: RV10-List: Dynon Skyview software version 5.0?
>
>
>Is there an issue with 5.1? I have 5.0, but haven't loaded it yet.
>
>On 2/1/2013 11:17 AM, Jae Chang wrote:
>>
>>http://www.dynonavionics.com/downloads/Software/SkyView-5.0.0-dynon_update.dup
>>
>>If you only want the firmward download, the original download link still
>>works. This does not include any of the map data updates at all, but I
>>don't think there were any map changes anyway with 5.1.
>>
>>Jae
>>
>>On 2/1/2013 10:00 AM, Jesse Saint wrote:
>>>
>>>Does anybody on the list have SkyView software version 5.0 (not 5.1) that
>>>they can email me?
>>>
>>>Thanks.
>>>
>>>Jesse Saint
>>>Saint Aviation, Inc.
>>>jesse(at)saintaviation.com
>>>C: 352-427-0285
>>>F: 815-377-3694
>>
>>
>>
>>
>
>
>-----
>No virus found in this message.
>Checked by AVG - www.avg.com
>
>
Matt G Dralle | Matronics | 581 Jeannie Way | Livermore | CA | 94550
925-606-1001 V | 925-606-6281 F | dralle(at)matronics.com Email
http://www.matronics.com/ WWW | Featuring Products For Aircraft
________________________________________________________________________________
| From: | "Pascal" <rv10flyer(at)live.com> |
| Subject: | Re: Dynon Skyview software version 5.0? |
My apologies, In my rush to respond, I used the wrong word. I should have
said "May be" versus "apparently is". As far as I know, no one has tested
it
to confirm one way or the other. My theory is Dynon mentioned there was an
upgrade to the EMS information so I threw that out as a "potential issue".
If I was able I would install the upgrade this weekend and confirm. Worst
case I would just reinstall the 5.0.0 firmware.
Pascal
-----Original Message-----
From: Matt Dralle
Sent: Friday, February 01, 2013 3:14 PM
Subject: Re: RV10-List: Dynon Skyview software version 5.0?
Did your VP-200 just stop receiving EMS data from the Skyview after the
upgrade to 5.1? I was going to install 5.1 tomorrow, but it sounds like I
might want to hold off?
Matt
At 01:11 PM 2/1/2013 Friday, you wrote:
>
>I have a VP-200, the new EMS stream that allows Data logging for the Dynon
>apparently is incompatible with the Vertical Power.
>
>-----Original Message----- From: Kelly McMullen
>Sent: Friday, February 01, 2013 11:56 AM
>To: rv10-list(at)matronics.com
>Subject: Re: RV10-List: Dynon Skyview software version 5.0?
>
>
>Is there an issue with 5.1? I have 5.0, but haven't loaded it yet.
>
>On 2/1/2013 11:17 AM, Jae Chang wrote:
>>
>>http://www.dynonavionics.com/downloads/Software/SkyView-5.0.0-dynon_update.dup
>>
>>If you only want the firmward download, the original download link still
>>works. This does not include any of the map data updates at all, but I
>>don't think there were any map changes anyway with 5.1.
>>
>>Jae
>>
>>On 2/1/2013 10:00 AM, Jesse Saint wrote:
>>>
>>>Does anybody on the list have SkyView software version 5.0 (not 5.1) that
>>>they can email me?
>>>
>>>Thanks.
>>>
>>>Jesse Saint
>>>Saint Aviation, Inc.
>>>jesse(at)saintaviation.com
>>>C: 352-427-0285
>>>F: 815-377-3694
>>
>>
>>
>>
>
>
>-----
>No virus found in this message.
>Checked by AVG - www.avg.com
>
>
Matt G Dralle | Matronics | 581 Jeannie Way | Livermore | CA | 94550
925-606-1001 V | 925-606-6281 F | dralle(at)matronics.com Email
http://www.matronics.com/ WWW | Featuring Products For Aircraft
________________________________________________________________________________
| From: | Matt Dralle <dralle(at)matronics.com> |
| Subject: | Re: Dynon Skyview software version 5.0? |
At 04:40 PM 2/1/2013 Friday, you wrote:
>
>My apologies, In my rush to respond, I used the wrong word. I should have
>said "May be" versus "apparently is". As far as I know, no one has tested it
>to confirm one way or the other. My theory is Dynon mentioned there was an
>upgrade to the EMS information so I threw that out as a "potential issue".
>
>If I was able I would install the upgrade this weekend and confirm. Worst
>case I would just reinstall the 5.0.0 firmware.
>
>Pascal
Below is my dialog with Dynon over the issue. I also emailed Vertical Power about
it. Seems like a roll back to 5.0 if 5.1 didn't prove viable would be worth
the trouble at this point.
Matt Dralle
>Matt:
>
>Another customer told us today that Vertical Power recommended not updating to
v5.1 because of changes Dynon made to the streaming data format.
>
>We advise talking to Vertical Power first.
>
>
>Thanks,
>
>Steve
>
>Dynon Avionics Technical Support
>support(at)dynonavionics.com
>Phone: 425-402-0433 - 07:00-17:00 Pacific weekdays
>---
>
>-----Original Message-----
>From: "Matt Dralle" <dralle(at)matronics.com>
>To: "support(at)dynonavionics.com"
>Cc: "support(at)verticalpower.com" , Subject: VP-200 Compatibility
with Dynon Skyview 5.1 EMS Data
>
>>With the release of Skyview 5.1, it seems there might be an issue with the new
EMS data format from the Skyview and compatibility with the Vertical Power VP-200
EMS input.
>>
>>I haven't upgraded my Skyview from 5.0 to 5.1 but I was planning to on Saturday.
Any thoughts?
>>
>>Here's the thread from the RV10-List Forum (towards the bottom):
>>
>>http://forums.matronics.com/viewtopic.php?p=393418#393418
>>
>>Thanks for your help,
>>
>>Matt Dralle
-
Matt Dralle
RV-8 #82880 N998RV "Ruby Vixen"
http://www.mattsrv8.com - Matt's Complete RV-8 Construction Log
http://www.mattsrv8.com/Mishap - Landing Mishap Rebuild Log
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http://www.mattsrv6.com - Matt's RV-6 Revitalization Log
Status: 120+ Hours Since Purchase - Upgrades Complete; Now In Full Flyer Mode
________________________________________________________________________________
| Subject: | Re: Dynon Skyview software version 5.0? |
| From: | "Matt Dralle" <dralle(at)matronics.com> |
I got the email below from Vertical Power today regarding the VP-200 compatibility
with the new 5.1 Skyview EMS data.
You know, I want to say that this is now the SECOND time Dynon has changed the
format of the EMS data and caused issues with the VP-200. Dynon needs to rev
their data streams and not obsolete the previous versions. Each new major change
to the data stream format should be a new version that is selectable from
the serial menu. e.g. EMS 1.0, EMS 2.0, EMS 3.0. Expecting every vendor in
the world to update their equipment to retain compatibility is simply not acceptable,
IMHO.
Backward protocol compatibility must be a prime concern when adding features.
Matt Dralle
RV-8/RV-6/RV-4
> Matt,
>
> Do not upgrade to 5.1 until we have a fix for the changes to the data stream.
>
> We expect to have that release in Q2 some time.
>
> Thanks,
>
> Marc Ausman
> Vertical Power, Inc.
> (505) 715-6172
> marc(at)VerticalPower.com
> http://www.verticalpower.com
--------
Matt Dralle
Matronics Email List Administrator
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=393429#393429
________________________________________________________________________________
| From: | Kelly McMullen <kellym(at)aviating.com> |
| Subject: | Re: Dynon Skyview software version 5.0? |
Especially since only Dynon charges its customers for software support
of Vertical Power, unlike the other EFIS vendors.
On 2/1/2013 6:58 PM, Matt Dralle wrote:
>
> I got the email below from Vertical Power today regarding the VP-200 compatibility
with the new 5.1 Skyview EMS data.
>
> You know, I want to say that this is now the SECOND time Dynon has changed the
format of the EMS data and caused issues with the VP-200. Dynon needs to rev
their data streams and not obsolete the previous versions. Each new major
change to the data stream format should be a new version that is selectable from
the serial menu. e.g. EMS 1.0, EMS 2.0, EMS 3.0. Expecting every vendor in
the world to update their equipment to retain compatibility is simply not acceptable,
IMHO.
>
> Backward protocol compatibility must be a prime concern when adding features.
>
> Matt Dralle
> RV-8/RV-6/RV-4
>
>
-----
No virus found in this message.
Checked by AVG - www.avg.com
________________________________________________________________________________
| Subject: | Re: Dynon Skyview software version 5.0? |
| From: | "Matt Dralle" <dralle(at)matronics.com> |
Fear not. Dynon Skyview 5.1 AHRS/EMS data output *IS* fully compatible with the
latest version of the VP-200. Confirmed this morning.
Note that the SKyview WILL NOT let you DOWNGRADE the software from 5.1 to 5.0!
That's seems lame.
Matt Dralle
RV-8/RV-6/RV-4
--------
Matt Dralle
Matronics Email List Administrator
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=393457#393457
________________________________________________________________________________
| From: | "Bob Turner" <bobturner(at)alum.rpi.edu> |
I'm starting down the road of changing injector restrictors to bring all the peak
EGT's into line. Two questions:
Most of the posts seem to be going to smaller injectors. Is there any reason not
to go oversize? My two worst outliers are peaking last, I'd like to flow more
thru them.
If instead I tried to go the other way, going undersize on the other 4 cylinders
needing less fuel, is anyone concerned about maintaining adequate full throttle
fuel flow? Or is this not an issue?
Stock XIO-540D4A5 from Vans.
--------
Bob Turner
RV-10 QB
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=393458#393458
________________________________________________________________________________
| From: | "Pascal" <rv10flyer(at)live.com> |
| Subject: | Re: Dynon Skyview software version 5.0? |
Thank you Matt!
Appreciate the effort to put this to rest!
Pascal
-----Original Message-----
From: Matt Dralle
Sent: Saturday, February 02, 2013 12:07 PM
Subject: RV10-List: Re: Dynon Skyview software version 5.0?
Fear not. Dynon Skyview 5.1 AHRS/EMS data output *IS* fully compatible with
the latest version of the VP-200. Confirmed this morning.
Note that the SKyview WILL NOT let you DOWNGRADE the software from 5.1 to
5.0! That's seems lame.
Matt Dralle
RV-8/RV-6/RV-4
--------
Matt Dralle
Matronics Email List Administrator
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=393457#393457
________________________________________________________________________________
| From: | "Carl Froehlich" <carl.froehlich(at)verizon.net> |
Bob,
If a cylinder is peaking last, that implies it is getting more fuel than the
other cylinders. To make a cylinder peak earlier (as compared to the other
cylinders) you put a slightly smaller injector in that cylinder to reduce
fuel flow.
One trick you may want to try first; swap your first to peak cylinder
injector with your last to peak cylinder injector. This might be just
enough change to get the cylinders all peaking at about the same fuel flow.
Carl
-----Original Message-----
From: owner-rv10-list-server(at)matronics.com
[mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Bob Turner
Sent: Saturday, February 02, 2013 3:24 PM
Subject: RV10-List: injector tuning
I'm starting down the road of changing injector restrictors to bring all the
peak EGT's into line. Two questions:
Most of the posts seem to be going to smaller injectors. Is there any reason
not to go oversize? My two worst outliers are peaking last, I'd like to flow
more thru them.
If instead I tried to go the other way, going undersize on the other 4
cylinders needing less fuel, is anyone concerned about maintaining adequate
full throttle fuel flow? Or is this not an issue?
Stock XIO-540D4A5 from Vans.
--------
Bob Turner
RV-10 QB
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=393458#393458
________________________________________________________________________________
| Subject: | Re: injector tuning |
| From: | Tim Olson <Tim(at)MyRV10.com> |
Going larger will make them peak even later...
Also, AFP often starts for other reasons with going all smaller and working from
there.
Tim
On Feb 2, 2013, at 2:24 PM, "Bob Turner" wrote:
>
> I'm starting down the road of changing injector restrictors to bring all the
peak EGT's into line. Two questions:
>
> Most of the posts seem to be going to smaller injectors. Is there any reason
not to go oversize? My two worst outliers are peaking last, I'd like to flow more
thru them.
>
> If instead I tried to go the other way, going undersize on the other 4 cylinders
needing less fuel, is anyone concerned about maintaining adequate full throttle
fuel flow? Or is this not an issue?
>
> Stock XIO-540D4A5 from Vans.
>
> --------
> Bob Turner
> RV-10 QB
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=393458#393458
>
>
>
>
>
>
>
>
>
________________________________________________________________________________
| Subject: | Re: injector tuning |
| From: | Alan Mekler MD <amekler(at)metrocast.net> |
After spending many months with GAMI and never getting it right I went with Don
Rivera at airflow performance. Don knows his stuff. He will look at your fuel
flows and pressure at full throttle. I needed my flow divider recalibrated and
he took care of this as well. Cylinders that peak last are too rich and will
need restrictors.
Alan
N668G
On Feb 2, 2013, at 3:24 PM, "Bob Turner" wrote:
>
> I'm starting down the road of changing injector restrictors to bring all the
peak EGT's into line. Two questions:
>
> Most of the posts seem to be going to smaller injectors. Is there any reason
not to go oversize? My two worst outliers are peaking last, I'd like to flow more
thru them.
>
> If instead I tried to go the other way, going undersize on the other 4 cylinders
needing less fuel, is anyone concerned about maintaining adequate full throttle
fuel flow? Or is this not an issue?
>
> Stock XIO-540D4A5 from Vans.
>
> --------
> Bob Turner
> RV-10 QB
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=393458#393458
>
>
>
>
>
>
>
>
>
>
________________________________________________________________________________
| Subject: | Re: injector tuning |
| From: | John Cox <rv10pro(at)gmail.com> |
Airflow Performance's twice yearly classes are invaluable opportunities to
improve performance, safety and save fuel (money). I agree Mr. Rivera and
his wife were wonderful.
Your engine will love them too.
John Cox (from the opposite side of this country)
On Feb 2, 2013 2:19 PM, "Alan Mekler MD" wrote:
>
> After spending many months with GAMI and never getting it right I went
> with Don Rivera at airflow performance. Don knows his stuff. He will look
> at your fuel flows and pressure at full throttle. I needed my flow divider
> recalibrated and he took care of this as well. Cylinders that peak last are
> too rich and will need restrictors.
> Alan
> N668G
> On Feb 2, 2013, at 3:24 PM, "Bob Turner" wrote:
>
> >
> > I'm starting down the road of changing injector restrictors to bring all
> the peak EGT's into line. Two questions:
> >
> > Most of the posts seem to be going to smaller injectors. Is there any
> reason not to go oversize? My two worst outliers are peaking last, I'd like
> to flow more thru them.
> >
> > If instead I tried to go the other way, going undersize on the other 4
> cylinders needing less fuel, is anyone concerned about maintaining adequate
> full throttle fuel flow? Or is this not an issue?
> >
> > Stock XIO-540D4A5 from Vans.
> >
> > --------
> > Bob Turner
> > RV-10 QB
> >
> >
> >
> >
> > Read this topic online here:
> >
> > http://forums.matronics.com/viewtopic.php?p=393458#393458
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
>
>
________________________________________________________________________________
| Subject: | Re: injector tuning |
| From: | Kelly McMullen <apilot2(at)gmail.com> |
Your cylinders that are peaking last are your richest. You want them
leaner...smaller injector orifice.
On Sat, Feb 2, 2013 at 1:24 PM, Bob Turner wrote:
>
> I'm starting down the road of changing injector restrictors to bring all
> the peak EGT's into line. Two questions:
>
> Most of the posts seem to be going to smaller injectors. Is there any
> reason not to go oversize? My two worst outliers are peaking last, I'd like
> to flow more thru them.
>
> If instead I tried to go the other way, going undersize on the other 4
> cylinders needing less fuel, is anyone concerned about maintaining adequate
> full throttle fuel flow? Or is this not an issue?
>
> Stock XIO-540D4A5 from Vans.
>
> --------
> Bob Turner
> RV-10 QB
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=393458#393458
>
>
________________________________________________________________________________
| From: | Kelly McMullen <kellym(at)aviating.com> |
| Subject: | Re: injector tuning |
Hmm, I've only heard one other negative report on GAMI, and in that case
the individual wasn't working closely enough to give GAMI the needed
data and doing the flight testing called for to get needed data for
adjustments. I don't know on 6 cyl Lyc engines, but on the 4 cyl
injected Lycs, more than 50% of time no injector adjustment is needed.
On 2/2/2013 3:16 PM, Alan Mekler MD wrote:
>
> After spending many months with GAMI and never getting it right I went with Don
Rivera at airflow performance. Don knows his stuff. He will look at your fuel
flows and pressure at full throttle. I needed my flow divider recalibrated
and he took care of this as well. Cylinders that peak last are too rich and will
need restrictors.
> Alan
> N668G
>
-----
No virus found in this message.
Checked by AVG - www.avg.com
________________________________________________________________________________
| From: | David Leikam <arplnplt(at)gmail.com> |
| Subject: | Re: injector tuning |
As you increase the size of the injectors, the pressure drops in the
fuel system behind them causing uneven flow between them. Decreasing
the size increases the pressure behind them and evens out the flow
between them.
Increase the size of one makes it richer, but it will decrease the
pressure to the others possibly making them leaner. It is a balaning
act.
David Leikam
On Feb 2, 2013, at 9:13 PM, Kelly McMullen wrote:
>
> Hmm, I've only heard one other negative report on GAMI, and in that
case the individual wasn't working closely enough to give GAMI the
needed data and doing the flight testing called for to get needed data
for adjustments. I don't know on 6 cyl Lyc engines, but on the 4 cyl
injected Lycs, more than 50% of time no injector adjustment is needed.
>
> On 2/2/2013 3:16 PM, Alan Mekler MD wrote:
>>
>> After spending many months with GAMI and never getting it right I
went with Don Rivera at airflow performance. Don knows his stuff. He
will look at your fuel flows and pressure at full throttle. I needed my
flow divider recalibrated and he took care of this as well. Cylinders
that peak last are too rich and will need restrictors.
>> Alan
>> N668G
>>
>
>
> -----
> No virus found in this message.
> Checked by AVG - www.avg.com
>
>
>
>
>
________________________________________________________________________________
| Subject: | Re: injector tuning |
| From: | "Bob Turner" <bobturner(at)alum.rpi.edu> |
Okay, I've got dyslexia. I should have said my worst two outliers peak first, not
last.
So again, why does AFP prefer to go smaller on four rather than larger on two?
Is there any concern with not reducing fuel flow at full power?
--------
Bob Turner
RV-10 QB
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=393483#393483
________________________________________________________________________________
| Subject: | Re: Dynon Skyview software version 5.0? |
| From: | "Matt Dralle" <dralle(at)matronics.com> |
Well, I spoke too soon. Turns out, that the VP-200 sync's up on the data stream,
but mis-interprets most if not all of the data objects. When I first got things
up on the new version, the big red X's on the VP-200 EMS data went away
and I was elated. It wasn't until later in the day when I started the engine
that I noticed that the RPM wasn't working. Then I looked closer and noticed
that the EGT/CHT wasn't right, and some of the others.
So, that's an Epic Fail. I am really flabbergasted that Dynon would break their
AHRS/EMS protocol like that. The whole point of a "protocol" is that it represents
some semblance of stability. I'd get fired for making a protocol change
to our product at work that wasn't backwardly compatible.
Anyway, so I did try to roll back to 5.0.0.xxxx but the Skyview wouldn't let me.
Is there some way to force it to go back to an older version on the Skyview?
Matt
--------
Matt Dralle
Matronics Email List Administrator
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=393484#393484
________________________________________________________________________________
| From: | "Seano" <sean(at)braunandco.com> |
| Subject: | Re: Dynon Skyview software version 5.0? |
Seems there would be a way to force the old data. I know the G3X is to hold
down the toggle button while turning on the unit with the old software in
the data card slot. I think there should be if they screw up on a software
upgrade.
----- Original Message -----
From: "Matt Dralle" <dralle(at)matronics.com>
Sent: Saturday, February 02, 2013 9:56 PM
Subject: RV10-List: Re: Dynon Skyview software version 5.0?
>
> Well, I spoke too soon. Turns out, that the VP-200 sync's up on the data
> stream, but mis-interprets most if not all of the data objects. When I
> first got things up on the new version, the big red X's on the VP-200 EMS
> data went away and I was elated. It wasn't until later in the day when I
> started the engine that I noticed that the RPM wasn't working. Then I
> looked closer and noticed that the EGT/CHT wasn't right, and some of the
> others.
>
> So, that's an Epic Fail. I am really flabbergasted that Dynon would break
> their AHRS/EMS protocol like that. The whole point of a "protocol" is
> that it represents some semblance of stability. I'd get fired for making
> a protocol change to our product at work that wasn't backwardly
> compatible.
>
> Anyway, so I did try to roll back to 5.0.0.xxxx but the Skyview wouldn't
> let me. Is there some way to force it to go back to an older version on
> the Skyview?
>
> Matt
>
> --------
> Matt Dralle
> Matronics Email List Administrator
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=393484#393484
>
>
>
________________________________________________________________________________
| Subject: | Re: injector tuning |
| From: | Alan Mekler MD <amekler(at)metrocast.net> |
Bob,
Before changing injectors I recommend you check your flow divider and the lines
and check for any intake leaks(on the leaner cylinders)
then go to http://www.airflowperformance.com and contact Don with your flight data.
Alan
On Feb 2, 2013, at 11:29 PM, "Bob Turner" wrote:
>
> Okay, I've got dyslexia. I should have said my worst two outliers peak first,
not last.
>
> So again, why does AFP prefer to go smaller on four rather than larger on two?
Is there any concern with not reducing fuel flow at full power?
>
> --------
> Bob Turner
> RV-10 QB
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=393483#393483
>
>
>
>
>
>
>
>
>
>
________________________________________________________________________________
| From: | Linn <flying-nut(at)cfl.rr.com> |
| Subject: | Re: injector tuning |
Excellent advice. To answer the question though ...... making the two
'offenders' orifice smaller may make them too lean to start with. There
was a thread some time ago (I have a few lists :-P ) where that happened
.... right out of the box they had a too-lean situation and going with
the fuel-flow data suggested smaller orifices on the offending cylinders
which made things worse. They ended up installing larger injectors and
re-working the data. Don't remember whether they were AFS injectors for
Lycs factory ones .......
Linn
On 2/3/2013 8:01 AM, Alan Mekler MD wrote:
>
> Bob,
> Before changing injectors I recommend you check your flow divider and the lines
and check for any intake leaks(on the leaner cylinders)
> then go to http://www.airflowperformance.com and contact Don with your flight data.
> Alan
>
> On Feb 2, 2013, at 11:29 PM, "Bob Turner" wrote:
>
>>
>> Okay, I've got dyslexia. I should have said my worst two outliers peak first,
not last.
>>
>> So again, why does AFP prefer to go smaller on four rather than larger on two?
Is there any concern with not reducing fuel flow at full power?
>>
>> --------
>> Bob Turner
>> RV-10 QB
>>
>>
>>
>>
>> Read this topic online here:
>>
>> http://forums.matronics.com/viewtopic.php?p=393483#393483
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>
>
> -----
> No virus found in this message.
> Checked by AVG - www.avg.com
>
>
________________________________________________________________________________
| Subject: | Re: injector tuning |
| From: | "bill.peyton" <peyton.b(at)sbcglobal.net> |
I just went through this with Kyle @ AFP. AFP believes that it is best to change
out all your injector restrictors to .026 or .027 depending on your spread.
The stock injection system usually comes with .028. I chose not to do that
since I had 2 that were peaking last and thus required a smaller orifice. I recorded
data and downloaded it to Savvy.com (my.savvyanalysis.com/home) for analysis.
I changed out the two rich restrictors to .0275, which brought them in
to line with the rest. I had one that peaked first and tried switching to .0285,
which did not work at all, so I removed it a settled for having a .3 - .4
spread, which allows me to get to 35 LOP smooth operation. This summer I plan
on flying over and seeing Kyle and Don to have them all replaced a tweaked
a little closer. I can tell you that you will have to take multiple readings
and you have lean very very slowly. Kyle suggests that when they fly with you
that they take 10-15 minutes to run a single lean test.
--------
Bill
WA0SYV
Aviation Partners, LLC
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=393493#393493
________________________________________________________________________________
| From: | "Dick & Vicki Sipp" <rsipp(at)earthlink.net> |
| Subject: | Re: injector tuning |
We had a very similar experience with AFP and a stock 260HP IO-540.
After two iterations with =9Cstd size=9D injectors we went
one overall size smaller and then rebalanced.
Don said 260 HP was about the point where all the injectors go up one
size. Sorry I don=99t have access here to the actual sizes we
ended up with. As part of the process, full power fuel flow was checked
to insure rich enough at takeoff. As previously noted Don=99s
school and work are outstanding.
Dick Sipp
N110DV 450 hours
From: David Leikam
Sent: Saturday, February 02, 2013 11:19 PM
Subject: Re: RV10-List: injector tuning
As you increase the size of the injectors, the pressure drops in the
fuel system behind them causing uneven flow between them. Decreasing
the size increases the pressure behind them and evens out the flow
between them.
Increase the size of one makes it richer, but it will decrease the
pressure to the others possibly making them leaner. It is a balaning
act.
David Leikam
On Feb 2, 2013, at 9:13 PM, Kelly McMullen wrote:
Hmm, I've only heard one other negative report on GAMI, and in that
case the individual wasn't working closely enough to give GAMI the
needed data and doing the flight testing called for to get needed data
for adjustments. I don't know on 6 cyl Lyc engines, but on the 4 cyl
injected Lycs, more than 50% of time no injector adjustment is needed.
On 2/2/2013 3:16 PM, Alan Mekler MD wrote:
After spending many months with GAMI and never getting it right I
went with Don Rivera at airflow performance. Don knows his stuff. He
will look at your fuel flows and pressure at full throttle. I needed my
flow divider recalibrated and he took care of this as well. Cylinders
that peak last are too rich and will need restrictors.
Alan
N668G
-----
No virus found in this message.
Checked by AVG -
http://www.matronics==================
======http://www.matronics.com/co==========
======
________________________________________________________________________________
| From: | Don McDonald <building_partner(at)yahoo.com> |
| Subject: | Re: injector tuning |
When discussing this it would have been nice to know the actual numbers you
came up with.- GPH for each cyl when reaching LOP.- Having those would
have made this thread a little shorter.
Just an FYI....Although my experience may be different than some, what I ca
n tell you is that there sure seem to be a few variables out there.... alti
tude, MP, RPM, wind direction, BP, and maybe most important, how long it's
been since your last injector cleaning.- When the previously mentioned ch
ange, the LOP numbers may also change.
Don McDonald
--- On Sat, 2/2/13, Bob Turner wrote:
From: Bob Turner <bobturner(at)alum.rpi.edu>
Subject: RV10-List: Re: injector tuning
Date: Saturday, February 2, 2013, 10:29 PM
Okay, I've got dyslexia. I should have said my worst two outliers peak firs
t, not last.
So again, why does AFP prefer to go smaller on four rather than larger on t
wo? Is there any concern with not reducing fuel flow at full power?
--------
Bob Turner
RV-10 QB
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=393483#393483
le, List Admin.
________________________________________________________________________________
| From: | Sean Stephens <sean(at)stephensville.com> |
| Subject: | SS Pins for Baffles in FWF Kit |
I just wanted to see if I missed something before I gave Vans a call...
Vans supplies 6 feet of SSP-120 for the cowl side pins which use 34
inches of that. That leaves 38 inches left over.
In the FWF kit you need 2 x 17 inches and 2 x 19 inches for the baffle
rods on page FF2-17. That means you need 6 feet of SSP-120 to fab the
baffle rods, yet Vans does not supply ANY SSP-120 with the FWF kit?
Am I missing something or are you expected to order and pay for another
6 feet of SSP-120? It's only $7.00, but I'm sure the shipping is not
cheap for a 6 foot tube with one $7.00 piece in it.
-Sean #40303 (baffles)
________________________________________________________________________________
| From: | Sean Stephens <sean(at)stephensville.com> |
| Subject: | Re: SS Pins for Baffles in FWF Kit |
Please disregard. I found the pins in the baffle kit. Go figure that
baffle parts would be in the baffle subkit. :) Not enough coffee this
morning yet.
-Sean
On 2/3/13 10:28 AM, Sean Stephens wrote:
> I just wanted to see if I missed something before I gave Vans a call...
>
> Vans supplies 6 feet of SSP-120 for the cowl side pins which use 34
> inches of that. That leaves 38 inches left over.
>
> In the FWF kit you need 2 x 17 inches and 2 x 19 inches for the baffle
> rods on page FF2-17. That means you need 6 feet of SSP-120 to fab the
> baffle rods, yet Vans does not supply ANY SSP-120 with the FWF kit?
>
> Am I missing something or are you expected to order and pay for
> another 6 feet of SSP-120? It's only $7.00, but I'm sure the shipping
> is not cheap for a 6 foot tube with one $7.00 piece in it.
>
> -Sean #40303 (baffles)
________________________________________________________________________________
| Subject: | Re: SS Pins for Baffles in FWF Kit |
| From: | Bob Leffler <rv(at)thelefflers.com> |
I had enough in my kits. As to which kit they came from, I can't say. Parts were
mixed in with the other kits as they arrived. I know that this doesn't help
your situation.
Bob
Sent from my iPhone
On Feb 3, 2013, at 11:28 AM, Sean Stephens wrote:
I just wanted to see if I missed something before I gave Vans a call...
Vans supplies 6 feet of SSP-120 for the cowl side pins which use 34 inches of that.
That leaves 38 inches left over.
In the FWF kit you need 2 x 17 inches and 2 x 19 inches for the baffle rods on
page FF2-17. That means you need 6 feet of SSP-120 to fab the baffle rods, yet
Vans does not supply ANY SSP-120 with the FWF kit?
Am I missing something or are you expected to order and pay for another 6 feet
of SSP-120? It's only $7.00, but I'm sure the shipping is not cheap for a 6 foot
tube with one $7.00 piece in it.
-Sean #40303 (baffles)
________________________________________________________________________________
| From: | "Evan and Megan Johnson" <evmeg(at)snowcrest.net> |
| Subject: | Re: SS Pins for Baffles in FWF Kit |
My friend here at the airport used stainless allthread that he bought at the
hobby shop. They have all kinds of sizes for pushrods and such. I built the
stock ones out of the hinge pin and I dont like them much. It was really
hard to thread them properly and even harder to get the nuts on the ends. I
am going to switch them out the next time I have the cowl off.
-----Original Message-----
From: Bob Leffler
Sent: Sunday, February 03, 2013 8:40 AM
Subject: Re: RV10-List: SS Pins for Baffles in FWF Kit
I had enough in my kits. As to which kit they came from, I can't say.
Parts were mixed in with the other kits as they arrived. I know that this
doesn't help your situation.
Bob
Sent from my iPhone
On Feb 3, 2013, at 11:28 AM, Sean Stephens wrote:
I just wanted to see if I missed something before I gave Vans a call...
Vans supplies 6 feet of SSP-120 for the cowl side pins which use 34 inches
of that. That leaves 38 inches left over.
In the FWF kit you need 2 x 17 inches and 2 x 19 inches for the baffle rods
on page FF2-17. That means you need 6 feet of SSP-120 to fab the baffle
rods, yet Vans does not supply ANY SSP-120 with the FWF kit?
Am I missing something or are you expected to order and pay for another 6
feet of SSP-120? It's only $7.00, but I'm sure the shipping is not cheap
for a 6 foot tube with one $7.00 piece in it.
-Sean #40303 (baffles)
________________________________________________________________________________
| From: | Don McDonald <building_partner(at)yahoo.com> |
| Subject: | Re: injector tuning |
REALLY simple, even Robin could do it... maybe Pascal to!- I don't have a
ny pics... but once you look at the system, you'll have no problem figuring
it out.
Don
--- On Sun, 2/3/13, Marcus Cooper wrote:
From: Marcus Cooper <cooprv7(at)yahoo.com>
Subject: Re: RV10-List: Re: injector tuning
Date: Sunday, February 3, 2013, 12:40 PM
Thanks to both the responses. I happen to have gun cleaner,not sure if I ca
n talk my wife out of the muffin pans though ;)
Any tricks to removing and reinstalling the injectors. -Considering all t
he work I've -done on the 4 airplanes I've built and maintained I'm amaze
d I never tackled this particular project.
Thanks again,Marcus
On Feb 3, 2013, at 1:19 PM, Don McDonald wrote
:
Really simple... a trip to Walmart, buy Hoppe's gun cleaner.- get a SMALL
muffin tray, label them 1-6, put each nozzle in there overnight... done de
al.... I tried to do it every other year, but suggest every year for freque
nt flier's like myself.
Don
--- On Sun, 2/3/13, Marcus Cooper wrote:
From: Marcus Cooper <cooprv7(at)yahoo.com>
Subject: Re: RV10-List: Re: injector tuning
Date: Sunday, February 3, 2013, 12:00 PM
You bring up a good point Don that I don't know the answer to. -How does
one clean the injectors and how often should this be done?
Thanks,Marcus
do not=0A archive
On Feb 3, 2013, at 10:00 AM, Don McDonald wrot
e:
When discussing this it would have been nice to know the actual numbers you
came up with.- GPH for each cyl when reaching LOP.- Having those would
have made this thread a little shorter.
Just an FYI....Although my experience may be different than some, what I ca
n tell you is that there sure seem to be a few variables out there.... alti
tude, MP, RPM, wind direction, BP, and maybe most important, how long it's
been since your last injector cleaning.- When the previously mentioned ch
ange, the LOP numbers may also=0A change.
Don McDonald
--- On Sat, 2/2/13, Bob Turner wrote:
From: Bob Turner <bobturner(at)alum.rpi.edu>
Subject: RV10-List: Re:=0A injector tuning
Date: Saturday, February 2, 2013, 10:29 PM
Okay, I've got dyslexia. I should have said my worst two outliers peak firs
t, not last.
So again, why does AFP prefer to go smaller on four rather than larger on t
wo? Is there any concern with not reducing fuel flow at full power?
--------
Bob Turner
RV-10 QB
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=393483#393483
http://www.matronics.com/Navigator?RV10-List-----> http://www.matroni
cs.com/co================
=0A=0A=0Ahref="http://www.matronics.com/Navigator?RV10-List">http://www.
matronics.com/Navigator?RV10-List=0Ahref="http://forums.matronics.com/">h
ttp://forums.matronics.com=0Ahref="http://www.matronics.com/contribution"
>http://www.matronics.com/contribution=0A=0A
=0Ahttp://www.matro==================
===0A=0A=0A=0A=0Ahref="http://www.matronics.com/Navigator?RV10-List">
http://www.matronics.com/Navigator?RV10-List=0Ahref="http://forums.matron
ics.com/">http://forums.matronics.com=0Ahref="http://www.matronics.com/co
ntribution">http://www.matronics.com/contribution=0A=0A
==================0A=0A
________________________________________________________________________________
| From: | Kelly McMullen <kellym(at)aviating.com> |
| Subject: | Re: SS Pins for Baffles in FWF Kit |
All thread is also available at aviation depts in Home Depot and Lowes.
You want 6X32 all thread.
On 2/3/2013 11:30 AM, Evan and Megan Johnson wrote:
>
>
> My friend here at the airport used stainless allthread that he bought
> at the hobby shop. They have all kinds of sizes for pushrods and such.
> I built the stock ones out of the hinge pin and I dont like them
> much. It was really hard to thread them properly and even harder to
> get the nuts on the ends. I am going to switch them out the next time
> I have the cowl off.
>
> -----Original Message----- From: Bob Leffler
> Sent: Sunday, February 03, 2013 8:40 AM
> To: rv10-list(at)matronics.com
> Subject: Re: RV10-List: SS Pins for Baffles in FWF Kit
>
>
> I had enough in my kits. As to which kit they came from, I can't say.
> Parts were mixed in with the other kits as they arrived. I know that
> this doesn't help your situation.
>
> Bob
>
> Sent from my iPhone
>
> On Feb 3, 2013, at 11:28 AM, Sean Stephens
> wrote:
>
>
> I just wanted to see if I missed something before I gave Vans a call...
>
> Vans supplies 6 feet of SSP-120 for the cowl side pins which use 34
> inches of that. That leaves 38 inches left over.
>
> In the FWF kit you need 2 x 17 inches and 2 x 19 inches for the baffle
> rods on page FF2-17. That means you need 6 feet of SSP-120 to fab the
> baffle rods, yet Vans does not supply ANY SSP-120 with the FWF kit?
>
> Am I missing something or are you expected to order and pay for
> another 6 feet of SSP-120? It's only $7.00, but I'm sure the shipping
> is not cheap for a 6 foot tube with one $7.00 piece in it.
>
> -Sean #40303 (baffles)
>
>
-----
No virus found in this message.
Checked by AVG - www.avg.com
________________________________________________________________________________
| From: | "Pascal" <rv10flyer(at)live.com> |
| Subject: | Re: Dynon Skyview software version 5.0? |
Matt;
Here is the response from Dynon support. Give them a call.
We updated the serial stream because we had some important customers that
asked for specific elements to be added to the stream. We knew this was a
possibility since day one, and even put a version number in the serial
stream so an application can tell that the stream has been changed. We would
always prefer to not change the format, but at some point you need to
balance the needs of a variety of customers, and we had a clear business
case to support customers asking for new features in the serial stream.
One of the issues here is that the VP-200 is not a product we "support."
While we have official support for the VP-X,
Vertical Power used our serial stream for the VP-200 on their own accord
without any input from us. This is fine and in fact the whole reason that we
created a documented serial stream, but this means we didn't even really
know they were using it so it's hard for us to realize that we were going to
break anything. Compatibility is something that we test every release for
products we support, but isn't something that we can promise for arbitrary
3rd party devices that few of our customers use.
We only moved a few parameters around in the new serial stream, so it's
unfortunate that it will take them months to fix this as it's likely just a
few constants in their code to make it work again.
It is possible to revert to 5.0 without much hassle. Contact support via
email or phone and we can send you instructions.
Pascal
-----Original Message-----
From: Seano
Sent: Saturday, February 02, 2013 9:03 PM
Subject: Re: RV10-List: Re: Dynon Skyview software version 5.0?
Seems there would be a way to force the old data. I know the G3X is to hold
down the toggle button while turning on the unit with the old software in
the data card slot. I think there should be if they screw up on a software
upgrade.
----- Original Message -----
From: "Matt Dralle" <dralle(at)matronics.com>
Sent: Saturday, February 02, 2013 9:56 PM
Subject: RV10-List: Re: Dynon Skyview software version 5.0?
>
> Well, I spoke too soon. Turns out, that the VP-200 sync's up on the data
> stream, but mis-interprets most if not all of the data objects. When I
> first got things up on the new version, the big red X's on the VP-200 EMS
> data went away and I was elated. It wasn't until later in the day when I
> started the engine that I noticed that the RPM wasn't working. Then I
> looked closer and noticed that the EGT/CHT wasn't right, and some of the
> others.
>
> So, that's an Epic Fail. I am really flabbergasted that Dynon would break
> their AHRS/EMS protocol like that. The whole point of a "protocol" is
> that it represents some semblance of stability. I'd get fired for making
> a protocol change to our product at work that wasn't backwardly
> compatible.
>
> Anyway, so I did try to roll back to 5.0.0.xxxx but the Skyview wouldn't
> let me. Is there some way to force it to go back to an older version on
> the Skyview?
>
> Matt
>
> --------
> Matt Dralle
> Matronics Email List Administrator
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=393484#393484
>
>
________________________________________________________________________________
| From: | "Pascal" <rv10flyer(at)live.com> |
| Subject: | Re: injector tuning |
Bob;
I went up .0285 on one cylinder, because.. well, Don McDonald told me to,
and thats all he had sitting around that I could use for testing!! Been
working fine for me. All mine lean within .5 GPH or less now. Good enough
for me. (about 10gph at 65% and 7.5K)
-----Original Message-----
From: Bob Turner
Sent: Saturday, February 02, 2013 8:29 PM
Subject: RV10-List: Re: injector tuning
Okay, I've got dyslexia. I should have said my worst two outliers peak
first, not last.
So again, why does AFP prefer to go smaller on four rather than larger on
two? Is there any concern with not reducing fuel flow at full power?
--------
Bob Turner
RV-10 QB
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=393483#393483
________________________________________________________________________________
| From: | Matt Dralle <dralle(at)matronics.com> |
| Subject: | External Flight Plans - Dynon Skyview/Garmin 696 |
Dear Listers,
Below is a dialog that I'm currently having with Dynon technical support regarding
the support for External Flight Plans on the Dynon Skyview. I have a Garmin
696 connected serially to the Dynon and use it for primary GPS positional data.
I would like to also have it transfer the current flight plan data as its
a LOT easier to look up remote airports, etc. on the Garmin696. But, for some
reason, the flight plan data doesn't seem to propagate to the Skyview; I can
only assume because the Dynon is ignoring the GPRMB NMEA0182 data fields.
In contrast, I have a King Skymap IIIc connected to the GRT HXs in the RV-8 (for
testing) and I am able to easily get external flight plan data from the Skymap
to the GRT HX over the serial line (see screen shots)
Finally, with the new ADSB receiver on the Skyview, I'm no longer getting Traffic
data on the Garmin 696. With just the Mode S transponder, I get traffic targets
when I'm in traffic areas so the TIS data link (Skyvew->Garmin696) seems
to be working. But as soon as I enable the ADSB receiver, I no longer get the
traffic on the Garmin 696 even though the ADSB traffic is showing up on the
Skyview Map and PDF displays.
Below are some composite screen shots I made for Dynon with embedded comments and
documentation to describe what I'm seeing. I thought I'd share with the rest
of the group in case someone maybe had some feedback or thoughts.
-
Matt Dralle
RV-8 #82880 N998RV "Ruby Vixen"
http://www.mattsrv8.com - Matt's Complete RV-8 Construction Log
http://www.mattsrv8.com/Mishap - Landing Mishap Rebuild Log
http://www.youtube.com/MattsRV8 - Matt's RV-8 HDTV YouTube Channel
Status: 172+ Hours TTSN - Rebuilding Fuselage After Landing Mishap...
RV-6 #20916 N360EM "The Flyer"
http://www.mattsrv6.com - Matt's RV-6 Revitalization Log
Status: 120+ Hours Since Purchase - Upgrades Complete; Now In Full Flyer Mode
At 10:36 AM 2/1/2013 Friday, you wrote:
>Matt,
>
>Please do send some screen shots. We will fly a flight plan from the Garmin. Do
you see the CDI on the HSI?
>
>I can make sense out of this with a picture.
>
>Mike H
>
>Dynon Avionics Technical Support
>support(at)dynonavionics.com
>Phone: 425-402-0433 - 07:00-17:00 Pacific weekdays
>---
>
>-----Original Message-----
>From: "Matt Dralle" <dralle(at)matronics.com>
>Reply-To: "Matt Dralle"
>Date: Fri, 01 Feb 2013 10:01:39 -0800
>To: "Dynon Technical Support"
>Cc: "dralle(at)matronics.com" , "michael Woolson"
>Subject: Re: (Case 117228) Garmin GPS696 Input to Skyview
>
>>Hi Mike,
>>
>>That's not what I'm talking about. What I mean is when I go into the Garmin
and enter in a flight plan. For example, KLVK to KEDU to KMRY. These destinations
are being transmitted by the Garmin over the NMEA 0183 serial output but
the Skyview isn't using them. I have to go into the Skyview and reenter the
destinations.
>>
>>In contrast, on my Garmin to GRT HX installation, if I have a flight plan entered
into the Garmin, that information is picked up and used by the GRT HX. If
I don't have a flight plan on the Garmin, then the GRT HX uses whatever I enter
in on the GRT HX. I can sent you some screen shots if you want.
>>
>>Matt
>>
>>At 09:26 AM 2/1/2013 Friday, you wrote:
>>
Hi Mike,
Please see that attached two images. The first describes what I'm seeing on the
Dynon/Garmin696 and the second shows what I'm getting on the GRT HX/SkymapIIIc.
The third shot is of my Dynon and Garmin 696 configuration.
Note that with the Dynon, there's no external flight plan data utiliation.
Note on the GRT, there is full external flight plan data utilization. I've included
the NMEA0183 data strings that include the flight plan data.
Also note, the lack of ADSB traffic on the Garmin 696 when the ADSB is enabled.
With the ADSB DISABLED, the Mode S traffic appears.
Emacs!
Emacs!
Emacs!
________________________________________________________________________________
| From: | Matt Dralle <dralle(at)matronics.com> |
| Subject: | External Flight Plans - Dynon Skyview/Garmin 696 |
Dear Listers,
Below is a dialog that I'm currently having with Dynon technical support regarding
the support for External Flight Plans on the Dynon Skyview. I have a Garmin
696 connected serially to the Dynon and use it for primary GPS positional data.
I would like to also have it transfer the current flight plan data as its
a LOT easier to look up remote airports, etc. on the Garmin696. But, for some
reason, the flight plan data doesn't seem to propagate to the Skyview; I can
only assume because the Dynon is ignoring the GPRMB NMEA0182 data fields.
In contrast, I have a King Skymap IIIc connected to the GRT HXs in the RV-8 (for
testing) and I am able to easily get external flight plan data from the Skymap
to the GRT HX over the serial line (see screen shots)
Finally, with the new ADSB receiver on the Skyview, I'm no longer getting Traffic
data on the Garmin 696. With just the Mode S transponder, I get traffic targets
when I'm in traffic areas so the TIS data link (Skyvew->Garmin696) seems
to be working. But as soon as I enable the ADSB receiver, I no longer get the
traffic on the Garmin 696 even though the ADSB traffic is showing up on the
Skyview Map and PDF displays.
Below are some composite screen shots I made for Dynon with embedded comments and
documentation to describe what I'm seeing. I thought I'd share with the rest
of the group in case someone maybe had some feedback or thoughts.
-
Matt Dralle
RV-8 #82880 N998RV "Ruby Vixen"
http://www.mattsrv8.com - Matt's Complete RV-8 Construction Log
http://www.mattsrv8.com/Mishap - Landing Mishap Rebuild Log
http://www.youtube.com/MattsRV8 - Matt's RV-8 HDTV YouTube Channel
Status: 172+ Hours TTSN - Rebuilding Fuselage After Landing Mishap...
RV-6 #20916 N360EM "The Flyer"
http://www.mattsrv6.com - Matt's RV-6 Revitalization Log
Status: 120+ Hours Since Purchase - Upgrades Complete; Now In Full Flyer Mode
At 10:36 AM 2/1/2013 Friday, you wrote:
>Matt,
>
>Please do send some screen shots. We will fly a flight plan from the Garmin. Do
you see the CDI on the HSI?
>
>I can make sense out of this with a picture.
>
>Mike H
>
>Dynon Avionics Technical Support
>support(at)dynonavionics.com
>Phone: 425-402-0433 - 07:00-17:00 Pacific weekdays
>---
>
>-----Original Message-----
>From: "Matt Dralle" <dralle(at)matronics.com>
>Reply-To: "Matt Dralle"
>Date: Fri, 01 Feb 2013 10:01:39 -0800
>To: "Dynon Technical Support"
>Cc: "dralle(at)matronics.com" , "michael Woolson"
>Subject: Re: (Case 117228) Garmin GPS696 Input to Skyview
>
>>Hi Mike,
>>
>>That's not what I'm talking about. What I mean is when I go into the Garmin
and enter in a flight plan. For example, KLVK to KEDU to KMRY. These destinations
are being transmitted by the Garmin over the NMEA 0183 serial output but
the Skyview isn't using them. I have to go into the Skyview and reenter the
destinations.
>>
>>In contrast, on my Garmin to GRT HX installation, if I have a flight plan entered
into the Garmin, that information is picked up and used by the GRT HX. If
I don't have a flight plan on the Garmin, then the GRT HX uses whatever I enter
in on the GRT HX. I can sent you some screen shots if you want.
>>
>>Matt
>>
>>At 09:26 AM 2/1/2013 Friday, you wrote:
>>
Hi Mike,
Please see that attached two images. The first describes what I'm seeing on the
Dynon/Garmin696 and the second shows what I'm getting on the GRT HX/SkymapIIIc.
The third shot is of my Dynon and Garmin 696 configuration.
Note that with the Dynon, there's no external flight plan data utiliation.
Note on the GRT, there is full external flight plan data utilization. I've included
the NMEA0183 data strings that include the flight plan data.
Also note, the lack of ADSB traffic on the Garmin 696 when the ADSB is enabled.
With the ADSB DISABLED, the Mode S traffic appears.
Emacs!
Emacs!
Emacs!
________________________________________________________________________________
| From: | Matt Dralle <dralle(at)matronics.com> |
| Subject: | Re: (Case 117320) VP-200 Compatibility with Dynon Skyview 5.1 |
EMS Data
(I sent the message below to Dynon this afternoon. FYI -Matt)
Dear Dynon Support,
I was forwarded the text immediately below regarding the new Skyview Version 5.1
issue and EMS data stream compatibility with Vertical Power VP-200
I think that Dynon is kind of missing the point here. Dynon has, for all intents
and purposes, developed a "standard" for this EMS data format. Whether arbitrary
3rd parties use it and/or communicate that use to Dynon is also beside
the point. Dynon has committed to a certain format and as such cannot change
it without incurring some serious, potentially negative and/or life threatening
ramifications in the field. The designers of TCP/IP didn't just randomly decide
to change the order and meaning byte values in the standard. A standard
is a standard. When its done and released, *its done*. Version 1.0 cannot be
updated.
Adding a "version string" to the data stream doesn't work either as the devices
listening to version 1.0 don't know the version string is there and are equally
as broken.
The only option is to version each new format and allow the user to select between
the various version. Or, depending on the flexibility of the protocol, ADD
new data strings to the format. But the original data strings *cannot* be changed.
For example, in NMEA0183, $GPGGAxxx, $GPRMCxxx etc. allow for a progression
of new formats to be added. But the format of $GPGGAxxx always has to
remain the same.
I work at a Government research laboratory in Livermore where I engineer and write
embedded firmware for remote security terminals that are used throughout the
Department of Energy sites. Part of that responsibility is to design, implement,
and utilize serial protocols for communicating between various devices
over both RS485 and Ethernet. If I were to make a change to our protocol like
Dynon has done in the upgrade between 5.0 and 5.1, I would be fired. Plain and
simple. Even IF everyone that is using the protocol happens to be notified
of the change, there is still the issue of incrementally upgrading all of the
end devices.
I guess my point here is that Dynon needs to take their various "proprietary" serial
protocols a whole lot more seriously. I believe this is now at least the
*third* time that a protocol change has adversely impacted the user community.
That is *not* acceptable. I would have probably been fired after the first
indiscretion, if not strongly reprimanded. The second and third times would
just not have happened.
For protocol versioning control, Dynon needs to either add additional named strings
to their protocol or they need to simply start versioning each change AND
including support for all versions in their products. For example, the user
should be able to select between EMS Version 1 or EMS Version 2 or EMS Version
3 from the configuration menu. The format of EMS Version 1 or any previous versions
can never change; period.
And finally, given Dynon's lackadaisical attitude toward their protocol specifications,
I find it almost impossible to believe that a simple downgrade from Version
5.1 to 5.0 is, by default, disallowed? Why aren't the same Draconian version
control practices imposed on the customers, applied to their software developers
as well?
Matt Dralle
RV-8/RV-6/RV-4
>Forwarded Email (Originally from Dynon Support)
>
> We updated the serial stream because we had some important customers that asked
for specific elements to be added to the stream. We knew this was a possibility
since day one, and even put a version number in the serial stream so an
application can tell that the stream has been changed. We would always prefer
to not change the format, but at some point you need to balance the needs of a
variety of customers, and we had a clear business case to support customers asking
for new features in the serial stream.
>
>One of the issues here is that the VP-200 is not a product we "support." While
we have official support for the VP-X,
>Vertical Power used our serial stream for the VP-200 on their own accord without
any input from us. This is fine and in fact the whole reason that we created
a documented serial stream, but this means we didn't even really know they were
using it so it's hard for us to realize that we were going to break anything.
Compatibility is something that we test every release for products we support,
but isn't something that we can promise for arbitrary 3rd party devices
that few of our customers use.
>
>We only moved a few parameters around in the new serial stream, so it's unfortunate
that it will take them months to fix this as it's likely just a few constants
in their code to make it work again.
>
>It is possible to revert to 5.0 without much hassle. Contact support via email
or phone and we can send you instructions.
At 03:48 PM 2/1/2013 Friday, Dynon Technical Support wrote:
>Matt:
>
>Another customer told us today that Vertical Power recommended not updating to
v5.1 because of changes Dynon made to the streaming data format.
>
>We advise talking to Vertical Power first.
>
>Thanks,
>
>Steve
>
>Dynon Avionics Technical Support
>support(at)dynonavionics.com
>Phone: 425-402-0433 - 07:00-17:00 Pacific weekdays
>
>-----Original Message-----
>From: "Matt Dralle" <dralle(at)matronics.com>
>Reply-To: "Matt Dralle"
>Date: Fri, 01 Feb 2013 15:26:51 -0800
>To: "support(at)dynonavionics.com"
>Cc: "support(at)verticalpower.com"
>Subject: VP-200 Compatibility with Dynon Skyview 5.1 EMS Data
>
>>With the release of Skyview 5.1, it seems there might be an issue with the new
EMS data format from the Skyview and compatibility with the Vertical Power VP-200
EMS input.
>>
>>I haven't upgraded my Skyview from 5.0 to 5.1 but I was planning to on Saturday.
Any thoughts?
>>
>>Here's the thread from the RV10-List Forum (towards the bottom):
>>
>>http://forums.matronics.com/viewtopic.php?p=393418#393418
>>
>>Thanks for your help,
>>
>>Matt Dralle
>>
Matt G Dralle | Matronics | 581 Jeannie Way | Livermore | CA | 94550
925-606-1001 V | 925-606-6281 F | dralle(at)matronics.com Email
http://www.matronics.com/ WWW | Featuring Products For Aircraft
________________________________________________________________________________
| From: | "Leeverett" <Leeverett(at)msn.com> |
I have been flying my 10 for 2 weeks. I have about 10 hours on the plane
Until today it has performed
faultlessly. What a joy! But today I had a significant increase in pucker
factor. While on downwind doing touch and goes the throttle stuck half
open. I advanced to full throttle and then it went to idle easily. But then the
engine started running very rough. I landed and it still was rough. I did a
mag check--no change. Tried leaning no difference. Any ideas? Stopped up fuel injector?
Problem with Bendix servo? Thanx for advice.
Leon
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=393556#393556
________________________________________________________________________________
| Subject: | Re: Rough engine |
| From: | Dave Saylor <dave.saylor.aircrafters(at)gmail.com> |
If you have 6 EGTs see if you can find the odd temps. That'll give you some idea
where to look. Could be in a nozzle or the divider or ??? Points wearing in
the mags can cause roughness, also a failed plug. Reaching now, maybe you sucked
in a baggie or a small bird? Water in the fuel? Let us know what you find.
--Dave
On Feb 3, 2013, at 16:53, "Leeverett" wrote:
>
> I have been flying my 10 for 2 weeks. I have about 10 hours on the plane
> Until today it has performed
> faultlessly. What a joy! But today I had a significant increase in pucker
> factor. While on downwind doing touch and goes the throttle stuck half
> open. I advanced to full throttle and then it went to idle easily. But then the
> engine started running very rough. I landed and it still was rough. I did a
> mag check--no change. Tried leaning no difference. Any ideas? Stopped up fuel
injector? Problem with Bendix servo? Thanx for advice.
> Leon
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=393556#393556
>
>
>
>
>
>
>
>
>
>
________________________________________________________________________________
| Subject: | Re: Rough engine |
| From: | "Bob Turner" <bobturner(at)alum.rpi.edu> |
When you say the throttle stuck, do you mean it was physically hard to move? and
after forcing to full throttle, it was easy?
I would look very carefully at the fuel servo, the arm, the control cable. It sounds
like something may have bound up, then broke. Look up inside the fuel servo
for any foreign objects.
--------
Bob Turner
RV-10 QB
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=393561#393561
________________________________________________________________________________
| From: | "Carl Froehlich" <carl.froehlich(at)verizon.net> |
On the throttle sticking, this is a real problem needing identification and
a fix before the next flight.
When you take the cowl off look for throttle cable abrasion on the aft
bottom of the oil sump. If you are using the throttle cable recommended by
Van's, many find it too short and it rubs against the bottom of the engine.
I replaced mine with the next size larger cable that Van's carries (the
50.5" one they list for the RV-7). Much better fit.
Other obvious inspection areas are cable linkage hardware (and if anything
is hitting on something). On the chance the rough engine is caused by the
same problem as the stuck throttle, look at the idle mixture linkage - make
sure you don't have something loose or going past center. Look at the
intake tubes as well. I once had one come loose on a rented plane - real
fun ride. I never flew at that place again.
A lot of other guesses possible, but not much matters until you get the cowl
off and look.
Carl
-----Original Message-----
From: owner-rv10-list-server(at)matronics.com
[mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Leeverett
Sent: Sunday, February 03, 2013 7:53 PM
Subject: RV10-List: Rough engine
I have been flying my 10 for 2 weeks. I have about 10 hours on the plane
Until today it has performed faultlessly. What a joy! But today I had a
significant increase in pucker factor. While on downwind doing touch and
goes the throttle stuck half open. I advanced to full throttle and then it
went to idle easily. But then the engine started running very rough. I
landed and it still was rough. I did a mag check--no change. Tried leaning
no difference. Any ideas? Stopped up fuel injector? Problem with Bendix
servo? Thanx for advice.
Leon
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=393556#393556
________________________________________________________________________________
| From: | Danny Riggs <jdriggs49(at)msn.com> |
| Subject: | Re: Rough engine |
the throttle was physically stuck half way. opening up the throttle and th
en pulling it back cleared the action. But then he says the engine went rou
gh almost immediately. We pulled the cowl and I watched the cable and the l
inkage as he worked the throttle and there appeared to be no problem. Seems
like way too much of a coincidence going from stuck throttle to rough engi
ne within about ten seconds!?!? Really weird! Any thoughts??
> Subject: RV10-List: Re: Rough engine
> From: bobturner(at)alum.rpi.edu
> Date: Sun=2C 3 Feb 2013 17:59:20 -0800
> To: rv10-list(at)matronics.com
>
>
> When you say the throttle stuck=2C do you mean it was physically hard to
move? and after forcing to full throttle=2C it was easy?
> I would look very carefully at the fuel servo=2C the arm=2C the control c
able. It sounds like something may have bound up=2C then broke. Look up ins
ide the fuel servo for any foreign objects.
>
> --------
> Bob Turner
> RV-10 QB
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=393561#393561
>
>
>
>
>
>
>
===========
===========
===========
===========
>
>
>
________________________________________________________________________________
| Subject: | Re: Rough engine |
| From: | Kelly McMullen <apilot2(at)gmail.com> |
Look inside the fuel servo at the throttle plate action. Look for loose
throttle plate. The event sounds very much like something is amiss
mechanically.
On Sun, Feb 3, 2013 at 8:03 PM, Danny Riggs wrote:
> the throttle was physically stuck half way. opening up the throttle and
> then pulling it back cleared the action. But then he says the engine went
> rough almost immediately. We pulled the cowl and I watched the cable and
> the linkage as he worked the throttle and there appeared to be no problem.
> Seems like way too much of a coincidence going from stuck throttle to rough
> engine within about ten seconds!?!? Really weird! Any thoughts??
>
> > Subject: RV10-List: Re: Rough engine
> > From: bobturner(at)alum.rpi.edu
> > Date: Sun, 3 Feb 2013 17:59:20 -0800
> > To: rv10-list(at)matronics.com
>
> >
> >
> > When you say the throttle stuck, do you mean it was physically hard to
> move? and after forcing to full throttle, it was easy?
> > I would look very carefully at the fuel servo, the arm, the control
> cable. It sounds like something may have bound up, then broke. Look up
> inside the fuel servo for any foreign objects.
> >
> > --------
> > Bob Turner
> > RV-10 QB
> >
> >
> >
> >
> > Read this topic online here:
> >
> > http://forums.matronics.com/viewtopic.php?p=393561#393561
> >
> >
> >
> >
> >
> ====================
> > _============
> >
> >
> >
>
> *
>
> *
>
>
________________________________________________________________________________
| From: | Dave Saylor <dave.saylor.aircrafters(at)gmail.com> |
| Subject: | Re: Rough engine |
Quadrant or push-pull? Check the serrated joint where the arm
attaches to the throttle shaft, sometimes it can grab OK even if it's
not fully engaged. Also, check where the throttle and mixture cable
ends are attached, make sure there's no movement at either end.
Dave Saylor
831-750-0284 CL
On Sun, Feb 3, 2013 at 7:03 PM, Danny Riggs wrote:
> the throttle was physically stuck half way. opening up the throttle and
> then pulling it back cleared the action. But then he says the engine went
> rough almost immediately. We pulled the cowl and I watched the cable and the
> linkage as he worked the throttle and there appeared to be no problem. Seems
> like way too much of a coincidence going from stuck throttle to rough engine
> within about ten seconds!?!? Really weird! Any thoughts??
>
>> Subject: RV10-List: Re: Rough engine
>> From: bobturner(at)alum.rpi.edu
>> Date: Sun, 3 Feb 2013 17:59:20 -0800
>> To: rv10-list(at)matronics.com
>>
>>
>> When you say the throttle stuck, do you mean it was physically hard to
>> move? and after forcing to full throttle, it was easy?
>> I would look very carefully at the fuel servo, the arm, the control cable.
>> It sounds like something may have bound up, then broke. Look up inside the
>> fuel servo for any foreign objects.
>>
>> --------
>> Bob Turner
>> RV-10 QB
>>
>>
>>
>>
>> Read this topic online here:
>>
>> http://forums.matronics.com/viewtopic.php?p=393561#393561
>>
>>
>>
>>
>>
> ====================
>> _============
>>
>>
>>
>
>
________________________________________________________________________________
| From: | "Rene" <rene(at)felker.com> |
| Subject: | Re: Rough engine |
My servo has an AD for ???cover???cap??? that can come loose. It is safety
wired in place but can come lose and will cause loss of power..
Have no idea if that helps...
Rene'
N423CF
801-721-6080
From: owner-rv10-list-server(at)matronics.com
[mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Kelly McMullen
Sent: Sunday, February 03, 2013 8:54 PM
Subject: Re: RV10-List: Re: Rough engine
Look inside the fuel servo at the throttle plate action. Look for loose
throttle plate. The event sounds very much like something is amiss
mechanically.
On Sun, Feb 3, 2013 at 8:03 PM, Danny Riggs wrote:
the throttle was physically stuck half way. opening up the throttle and
then pulling it back cleared the action. But then he says the engine went
rough almost immediately. We pulled the cowl and I watched the cable and the
linkage as he worked the throttle and there appeared to be no problem. Seems
like way too much of a coincidence going from stuck throttle to rough engine
within about ten seconds!?!? Really weird! Any thoughts??
> Subject: RV10-List: Re: Rough engine
> From: bobturner(at)alum.rpi.edu
> Date: Sun, 3 Feb 2013 17:59:20 -0800
> To: rv10-list(at)matronics.com
>
>
> When you say the throttle stuck, do you mean it was physically hard to
move? and after forcing to full throttle, it was easy?
> I would look very carefully at the fuel servo, the arm, the control cable.
It sounds like something may have bound up, then broke. Look up inside the
fuel servo for any foreign objects.
>
> --------
> Bob Turner
> RV-10 QB
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=393561#393561
>
>
>
>
>
====================
> _============
>
>
>
get="_blank">http://www.matronics.com/Navigator?RV10-List
tp://forums.matronics.com
_blank">http://www.matronics.com/contribution
________________________________________________________________________________
| Subject: | Re: Rough engine |
| From: | Patrick Thyssen <jump2(at)sbcglobal.net> |
See if you lost a bolt( four) that holds air box on servo,inside of air box,
Van at one time used some crappy bolt locks. The four bolts need to be safe
ty wired.
Just one of many things.
Patrick thyssen
Breaking in new engine thanks to western skyways! Theirs is sitting on shipp
ing crate.
Sent from my iPad
On Feb 3, 2013, at 9:03 PM, Danny Riggs wrote:
> the throttle was physically stuck half way. opening up the throttle and t
hen pulling it back cleared the action. But then he says the engine went rou
gh almost immediately. We pulled the cowl and I watched the cable and the li
nkage as he worked the throttle and there appeared to be no problem. Seems l
ike way too much of a coincidence going from stuck throttle to rough engine w
ithin about ten seconds!?!? Really weird! Any thoughts??
>
> > Subject: RV10-List: Re: Rough engine
> > From: bobturner(at)alum.rpi.edu
> > Date: Sun, 3 Feb 2013 17:59:20 -0800
> > To: rv10-list(at)matronics.com
> >
> >
> > When you say the throttle stuck, do you mean it was physically hard to m
ove? and after forcing to full throttle, it was easy?
> > I would look very carefully at the fuel servo, the arm, the control cabl
e. It sounds like something may have bound up, then broke. Look up inside th
e fuel servo for any foreign objects.
> >
> > --------
> > Bob Turner
> > RV-10 QB
> >
> >
> >
> >
> > Read this topic online here:
> >
> > http://forums.matronics.com/viewtopic.php?p=393561#393561
> >
> >
> >
> >
> >
> ====================
> > _============
> >
> >
> >
>
>
==========================
=========
==========================
=========
==========================
=========
==========================
=========
>
________________________________________________________________________________
| From: | Danny Riggs <jdriggs49(at)msn.com> |
| Subject: | Re: Rough engine |
Quadrant
> From: dave.saylor.aircrafters(at)gmail.com
> Date: Sun=2C 3 Feb 2013 20:05:57 -0800
> Subject: Re: RV10-List: Re: Rough engine
> To: rv10-list(at)matronics.com
>
il.com>
>
> Quadrant or push-pull? Check the serrated joint where the arm
> attaches to the throttle shaft=2C sometimes it can grab OK even if it's
> not fully engaged. Also=2C check where the throttle and mixture cable
> ends are attached=2C make sure there's no movement at either end.
>
> Dave Saylor
> 831-750-0284 CL
>
>
> On Sun=2C Feb 3=2C 2013 at 7:03 PM=2C Danny Riggs wro
te:
> > the throttle was physically stuck half way. opening up the throttle an
d
> > then pulling it back cleared the action. But then he says the engine we
nt
> > rough almost immediately. We pulled the cowl and I watched the cable an
d the
> > linkage as he worked the throttle and there appeared to be no problem.
Seems
> > like way too much of a coincidence going from stuck throttle to rough e
ngine
> > within about ten seconds!?!? Really weird! Any thoughts??
> >
> >> Subject: RV10-List: Re: Rough engine
> >> From: bobturner(at)alum.rpi.edu
> >> Date: Sun=2C 3 Feb 2013 17:59:20 -0800
> >> To: rv10-list(at)matronics.com
> >>
> >>
> >> When you say the throttle stuck=2C do you mean it was physically hard
to
> >> move? and after forcing to full throttle=2C it was easy?
> >> I would look very carefully at the fuel servo=2C the arm=2C the contro
l cable.
> >> It sounds like something may have bound up=2C then broke. Look up insi
de the
> >> fuel servo for any foreign objects.
> >>
> >> --------
> >> Bob Turner
> >> RV-10 QB
> >>
> >>
> >>
> >>
> >> Read this topic online here:
> >>
> >> http://forums.matronics.com/viewtopic.php?p=393561#393561
> >>
> >>
> >>
> >>
> >>
> > ====================
> >> _============
> >>
> >>
> >>
> >
> >
> >
>
===========
===========
===========
===========
>
>
>
________________________________________________________________________________
| From: | Kelly McMullen <kellym(at)aviating.com> |
| Subject: | Re: Rough engine |
Good point. Depending on when the servo was built/overhauled, given
normal build time, it could have been right in the middle of the AD period.
Although that doesn't explain the stuck throttle.
On 2/3/2013 9:15 PM, Rene wrote:
>
> My servo has an AD for ???cover???cap??? that can come loose. It is
> safety wired in place but can come lose and will cause loss of power..
>
> Have no idea if that helps..
>
> Rene
>
> N423CF
>
> 801-721-6080
>
> *From:*owner-rv10-list-server(at)matronics.com
> [mailto:owner-rv10-list-server(at)matronics.com] *On Behalf Of *Kelly
> McMullen
> *Sent:* Sunday, February 03, 2013 8:54 PM
> *To:* rv10-list(at)matronics.com
> *Subject:* Re: RV10-List: Re: Rough engine
>
> Look inside the fuel servo at the throttle plate action. Look for
> loose throttle plate. The event sounds very much like something is
> amiss mechanically.
>
> On Sun, Feb 3, 2013 at 8:03 PM, Danny Riggs > wrote:
>
> the throttle was physically stuck half way. opening up the throttle
> and then pulling it back cleared the action. But then he says the
> engine went rough almost immediately. We pulled the cowl and I watched
> the cable and the linkage as he worked the throttle and there appeared
> to be no problem. Seems like way too much of a coincidence going from
> stuck throttle to rough engine within about ten seconds!?!? Really
> weird! Any thoughts??
>
> > Subject: RV10-List: Re: Rough engine
> > From: bobturner(at)alum.rpi.edu <mailto:bobturner(at)alum.rpi.edu>
> > Date: Sun, 3 Feb 2013 17:59:20 -0800
> > To: rv10-list(at)matronics.com
>
>
> >
> >
> >
> > When you say the throttle stuck, do you mean it was physically hard
> to move? and after forcing to full throttle, it was easy?
> > I would look very carefully at the fuel servo, the arm, the control
> cable. It sounds like something may have bound up, then broke. Look up
> inside the fuel servo for any foreign objects.
> >
> > --------
> > Bob Turner
> > RV-10 QB
> >
> >
> >
> >
> > Read this topic online here:
> >
> > http://forums.matronics.com/viewtopic.php?p=393561#393561
> >
> >
> >
> >
> >
>
> ====================
> > _============
> >
> >
> >
>
> * *
> * *
> *get="_blank">http://www.matronics.com/Navigator?RV10-List*
> *tp://forums.matronics.com*
> *_blank">http://www.matronics.com/contribution*
> * *
>
> * *
> * *
> **
> **
> **
> **
> **
> *http://www.matronics.com/Navigator?RV10-List*
> **
> **
> *http://forums.matronics.com*
> **
> **
> **
> **
> *http://www.matronics.com/contribution*
> **
> * *
> *
>
>
> *
-----
No virus found in this message.
Checked by AVG - www.avg.com
________________________________________________________________________________
| From: | debra EVERETT <leeverett(at)msn.com> |
| Subject: | Re: Rough engine |
Great ideas. I have a quadrant and there seems to be no binding of the thro
ttle cable. I will pull the filtered air box off and look at the servo care
fully. I also plan to do a compression check to rule out a stuck valve. I d
efinitely will not fly the plane until the
mystery is solved.
Thanx
Leon Everett
> From: dave.saylor.aircrafters(at)gmail.com
> Date: Sun=2C 3 Feb 2013 20:05:57 -0800
> Subject: Re: RV10-List: Re: Rough engine
> To: rv10-list(at)matronics.com
>
il.com>
>
> Quadrant or push-pull? Check the serrated joint where the arm
> attaches to the throttle shaft=2C sometimes it can grab OK even if it's
> not fully engaged. Also=2C check where the throttle and mixture cable
> ends are attached=2C make sure there's no movement at either end.
>
> Dave Saylor
> 831-750-0284 CL
>
>
> On Sun=2C Feb 3=2C 2013 at 7:03 PM=2C Danny Riggs wro
te:
> > the throttle was physically stuck half way. opening up the throttle an
d
> > then pulling it back cleared the action. But then he says the engine we
nt
> > rough almost immediately. We pulled the cowl and I watched the cable an
d the
> > linkage as he worked the throttle and there appeared to be no problem.
Seems
> > like way too much of a coincidence going from stuck throttle to rough e
ngine
> > within about ten seconds!?!? Really weird! Any thoughts??
> >
> >> Subject: RV10-List: Re: Rough engine
> >> From: bobturner(at)alum.rpi.edu
> >> Date: Sun=2C 3 Feb 2013 17:59:20 -0800
> >> To: rv10-list(at)matronics.com
> >>
> >>
> >> When you say the throttle stuck=2C do you mean it was physically hard
to
> >> move? and after forcing to full throttle=2C it was easy?
> >> I would look very carefully at the fuel servo=2C the arm=2C the contro
l cable.
> >> It sounds like something may have bound up=2C then broke. Look up insi
de the
> >> fuel servo for any foreign objects.
> >>
> >> --------
> >> Bob Turner
> >> RV-10 QB
> >>
> >>
> >>
> >>
> >> Read this topic online here:
> >>
> >> http://forums.matronics.com/viewtopic.php?p=393561#393561
> >>
> >>
> >>
> >>
> >>
> > ====================
> >> _============
> >>
> >>
> >>
> >
> >
> >
>
===========
===========
===========
===========
>
>
>
________________________________________________________________________________
| Subject: | Re: Rough engine |
| From: | "bill.peyton" <peyton.b(at)sbcglobal.net> |
The throttle actuator arm also controls an idle mixture arm. There is an adjustment
for your idle mixture and a linkage that causes it to move with the throttle.
I would check to see if that linkage has come loose, broken etc. This
would cause an extreme lean or rich condition depending on how it broke.
I also would not rule out the quadrant itself from having FOD drop into the linkage
inside the cockpit.
--------
Bill
WA0SYV
Aviation Partners, LLC
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=393581#393581
________________________________________________________________________________
| From: | "Ben Westfall" <rv10(at)sinkrate.com> |
| Subject: | Re: (Case 117320) VP-200 Compatibility with Dynon Skyview 5.1 |
EMS Data
For those not on the AeroElectric list I found this interesting....
Ben Westfall
-----Original Message-----
--> AeroElectric-List message posted by: "Vern Little"
I assisted both Garmin and Dynon in the writing of a common interface
specification (called FIX: Flight Information eXchange) for Attitude/Airdata
and EMS data. I invested a lot of my time and both companies agreed to the
common specification... including modifying their own protocol to allow for
commonality.
When Dynon production released their version, they added one field in the
air data, making it incompatible with the Garmin version. Now, apparently
they have changed the EMS data as well.
One small victory is that each company uses its own delimiter and version
number so it is possible in software to determine the format.
What we need is an industry group that produces interoperability
specifications. Unfortunately, our industry is too small to support such an
effort, so it's up to groups like MakerPlane to produce open standards for
EFIS data and such. One thing for sure, I will never donate my time to this
effort again. Shame on Dynon and shame on me.
Vern
-----Original Message-----
From: Matt Dralle
Sent: Sunday, February 03, 2013 4:21 PM
Subject: AeroElectric-List: Re: (Case 117320) VP-200 Compatibility with
Dynon Skyview 5.1 EMS Data
(I sent the message below to Dynon this afternoon. FYI -Matt)
Dear Dynon Support,
I was forwarded the text immediately below regarding the new Skyview Version
5.1 issue and EMS data stream compatibility with Vertical Power VP-200
I think that Dynon is kind of missing the point here. Dynon has, for all
intents and purposes, developed a "standard" for this EMS data format.
Whether arbitrary 3rd parties use it and/or communicate that use to Dynon is
also beside the point. Dynon has committed to a certain format and as such
cannot change it without incurring some serious, potentially negative and/or
life threatening ramifications in the field. The designers of TCP/IP didn't
just randomly decide to change the order and meaning byte values in the
standard. A standard is a standard. When its done and released, *its
done*. Version 1.0 cannot be updated.
Adding a "version string" to the data stream doesn't work either as the
devices listening to version 1.0 don't know the version string is there and
are equally as broken.
The only option is to version each new format and allow the user to select
between the various version. Or, depending on the flexibility of the
protocol, ADD new data strings to the format. But the original data strings
*cannot* be changed. For example, in NMEA0183, $GPGGAxxx, $GPRMCxxx etc.
allow for a progression of new formats to be added. But the format of
$GPGGAxxx always has to remain the same.
I work at a Government research laboratory in Livermore where I engineer and
write embedded firmware for remote security terminals that are used
throughout the Department of Energy sites. Part of that responsibility is
to design, implement, and utilize serial protocols for communicating between
various devices over both RS485 and Ethernet. If I were to make a change to
our protocol like Dynon has done in the upgrade between 5.0 and 5.1, I would
be fired. Plain and simple. Even IF everyone that is using the protocol
happens to be notified of the change, there is still the issue of
incrementally upgrading all of the end devices.
I guess my point here is that Dynon needs to take their various
"proprietary" serial protocols a whole lot more seriously. I believe this
is now at least the *third* time that a protocol change has adversely
impacted the user community. That is *not* acceptable. I would have
probably been fired after the first indiscretion, if not strongly
reprimanded. The second and third times would just not have happened.
For protocol versioning control, Dynon needs to either add additional named
strings to their protocol or they need to simply start versioning each
change AND including support for all versions in their products. For
example, the user should be able to select between EMS Version 1 or EMS
Version 2 or EMS Version 3 from the configuration menu. The format of EMS
Version 1 or any previous versions can never change; period.
And finally, given Dynon's lackadaisical attitude toward their protocol
specifications, I find it almost impossible to believe that a simple
downgrade from Version 5.1 to 5.0 is, by default, disallowed? Why aren't
the same Draconian version control practices imposed on the customers,
applied to their software developers as well?
Matt Dralle
RV-8/RV-6/RV-4
________________________________________________________________________________
| From: | Kelly McMullen <kellym(at)aviating.com> |
| Subject: | Fwd: [MARKETING] VP-200/Dynon SkyView Service Bulletin |
Well, at least Vertical Power is listening.
-------- Original Message --------
Subject: [MARKETING] VP-200/Dynon SkyView Service Bulletin
Date: Mon, 4 Feb 2013 14:01:09 -0500 (EST)
From: Vertical Power Support <support(at)verticalpower.com>
Having trouble viewing this email? Click Here
<http://campaign.r20.constantcontact.com/render?llr=siapq6bab&v=0011-u4wRWTE7QK3xYDFGoAs1z-Oa8lqceMcIv0Z75QWQKlyzfoXLB3VtsIDYjde6TCk8cOWjxoRcaiKI8ecjVOvvTX0kYhu_2KRjq8l6cqPas%3D>
*Vertical Power*
Service Bulletin - February 2013
VP-X
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See the VP-400
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Free! Click Here
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*Service Bulletin:*
*VP-200 and Dynon SkyView*
**
Dynon recently released SkyView 5.1 that added some new data logging
features and at the same time affected the interface to the VP-200.
If you have a VP-200 and Dynon SkyView installed, please do not upgrade
to SkyView 5.1.
*This does NOT affect VP-X customers. *
We are investigating the issue and will have additional details in the
future. Please contact Vertical Power directly (by replying to this
e-mail) if you have any questions.
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Vertical Power| 317 Commercial St, G-102| Albuquerque| NM| 87102
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No virus found in this message.
Checked by AVG - www.avg.com
________________________________________________________________________________
| From: | "Pascal" <rv10flyer(at)live.com> |
| Subject: | Re: Fwd: [MARKETING] VP-200/Dynon SkyView Service Bulletin |
According to Dynon Support -We only moved a few parameters around in the
new serial stream, so it's unfortunate that it will take them months to
fix this as it's likely just a few constants in their code to make it
work again.
Hopefully =9CWe are investigating the issue and will have
additional details in the future.=9D means they may release a fix
much sooner than the expected Q2 that I was told last Friday. Granted
this should not be VP issue, kudos, to Marc for at least providing a
fix, even if it is a potential long wait.
From: Kelly McMullen
Sent: Monday, February 04, 2013 12:50 PM
Subject: RV10-List: Fwd: [MARKETING] VP-200/Dynon SkyView Service
Bulletin
Well, at least Vertical Power is listening.
-------- Original Message -------- Subject: [MARKETING] VP-200/Dynon
SkyView Service Bulletin
Date: Mon, 4 Feb 2013 14:01:09 -0500 (EST)
From: Vertical Power Support mailto:support(at)verticalpower.com
Reply-To: support(at)verticalpower.com
To: kellym(at)aviating.com
Having trouble viewing this email? Click Here
Service Bulletin - February 2013
See the VP-X
See the VP-400
Free! Click Here
Click to View
On-Line Store
Service Bulletin:
VP-200 and Dynon SkyView
Dynon recently released SkyView 5.1 that added
some new data logging features and at the same time affected the
interface to the VP-200.
If you have a VP-200 and Dynon SkyView
installed, please do not upgrade to SkyView 5.1.
This does NOT affect VP-X customers.
We are investigating the issue and will have
additional details in the future. Please contact Vertical Power directly
(by replying to this e-mail) if you have any questions.
This email was sent to kellym(at)aviating.com by
support(at)verticalpower.com |
Update Profile/Email Address | Instant removal with
SafeUnsubscribe=84=A2 | Privacy Policy.
Vertical Power | 317 Commercial St, G-102 | Albuquerque | NM |
87102
No virus found in this message.
Checked by AVG - www.avg.com
________________________________________________________________________________
| Subject: | Re: Fwd: [MARKETING] VP-200/Dynon SkyView Service |
Bulletin
| From: | Tim Olson <Tim(at)MyRV10.com> |
I'm just glad my circuit breakers are still at release 1.0a firmware.
Saved me tons of time over the years with software revs on attached devices.
Tim
On Feb 4, 2013, at 4:01 PM, "Pascal" wrote:
> According to Dynon Support -We only moved a few parameters around in the n
ew serial stream, so it's unfortunate that it will take them months to fix t
his as it's likely just a few constants in their code to make it work again.
>
> Hopefully =9CWe are investigating the issue and will have additional
details in the future.=9D means they may release a fix much sooner th
an the expected Q2 that I was told last Friday. Granted this should not be V
P issue, kudos, to Marc for at least providing a fix, even if it is a potent
ial long wait.
>
>
>
> From: Kelly McMullen
> Sent: Monday, February 04, 2013 12:50 PM
> To: rv10-list(at)matronics.com ; rv-list(at)matronics.com
> Subject: RV10-List: Fwd: [MARKETING] VP-200/Dynon SkyView Service Bulletin
>
> Well, at least Vertical Power is listening.
>
>
> -------- Original Message --------
> Subject: [MARKETING] VP-200/Dynon SkyView Service Bulletin
> From: Vertical Power Support mailto:support(at)verticalpower.com
> Reply-To: support(at)verticalpower.com
> To: kellym(at)aviating.com
>
>
> Having trouble viewing this email? Click Here
>
>
> Service Bulletin - February 2013
>
>
>
> See the VP-X
>
>
>
>
>
>
> See the VP-400
>
>
>
>
>
>
>
> Free! Click Here
>
>
>
>
>
>
> Click to View
>
>
>
>
>
> On-Line Store
>
>
>
>
> Service Bulletin:
> VP-200 and Dynon SkyView
>
> Dynon recently released SkyView 5.1 that added some new data logging featu
res and at the same time affected the interface to the VP-200.
>
> If you have a VP-200 and Dynon SkyView installed, please do not upgrade to
SkyView 5.1.
>
> This does NOT affect VP-X customers.
>
> We are investigating the issue and will have additional details in the fut
ure. Please contact Vertical Power directly (by replying to this e-mail) if y
ou have any questions.
>
>
>
>
>
> This email was sent to kellym(at)aviating.com by support(at)verticalpower.com |
> Update Profile/Email Address | Instant removal with SafeUnsubscribe=84=A2
| Privacy Policy.
> Vertical Power | 317 Commercial St, G-102 | Albuquerque | NM | 87102
>
>
> No virus found in this message.
> Checked by AVG - www.avg.com
>
>
>
> href="http://www.matronics.com/Navigator?RV10-List">http://www.matronics
.com/Navigator?RV10-List
> href="http://forums.matronics.com">http://forums.matronics.com
> href="http://www.matronics.com/contribution">http://www.matronics.com/c
>
>
==========================
=========
==========================
=========
==========================
=========
==========================
=========
>
________________________________________________________________________________
| From: | "Pascal" <rv10flyer(at)live.com> |
| Subject: | Re: Fwd: [MARKETING] VP-200/Dynon SkyView Service |
Bulletin
Truthfully this is not a circuit breaker rev issue it=99s a flight
modes issue. To put this in perspective the VP-x, which is the circuit
breaker is not =9Cbroke=9D has worked from day one and is
not impacted by the dynon upgrade. With the VP-200 it adds a whole lot
more safety than your rev 1.0a, the modes automatically kick in when a
Emergency is sensed, if there is an electrical failure, it identifies
the issue, shuts it down and will even go into a pre planned shutdown
list to eliminate a fire, same with engine out, preset boost and
checklist appears on steps to follow. It was all working and the circuit
breaker piece continues to work regardless of the Dynon improvements,
it=99s the modes and engine information that one needs
=9Ccorrection=9D or it is lost.
From: Tim Olson
Sent: Monday, February 04, 2013 2:52 PM
Subject: Re: RV-List: Re: RV10-List: Fwd: [MARKETING] VP-200/Dynon
SkyView Service Bulletin
I'm just glad my circuit breakers are still at release 1.0a firmware.
Saved me tons of time over the years with software revs on attached
devices.
Tim
On Feb 4, 2013, at 4:01 PM, "Pascal" wrote:
According to Dynon Support -We only moved a few parameters around in
the new serial stream, so it's unfortunate that it will take them months
to fix this as it's likely just a few constants in their code to make it
work again.
Hopefully =9CWe are investigating the issue and will have
additional details in the future.=9D means they may release a fix
much sooner than the expected Q2 that I was told last Friday. Granted
this should not be VP issue, kudos, to Marc for at least providing a
fix, even if it is a potential long wait.
From: Kelly McMullen
Sent: Monday, February 04, 2013 12:50 PM
To: rv10-list(at)matronics.com ; rv-list(at)matronics.com
Subject: RV10-List: Fwd: [MARKETING] VP-200/Dynon SkyView Service
Bulletin
Well, at least Vertical Power is listening.
-------- Original Message -------- Subject: [MARKETING] VP-200/Dynon
SkyView Service Bulletin
Date: Mon, 4 Feb 2013 14:01:09 -0500 (EST)
From: Vertical Power Support mailto:support(at)verticalpower.com
Reply-To: support(at)verticalpower.com
To: kellym(at)aviating.com
Having trouble viewing this email? Click Here
Service Bulletin - February 2013
See the VP-X
See the VP-400
Free! Click Here
Click to View
On-Line Store
Service Bulletin:
VP-200 and Dynon SkyView
Dynon recently released SkyView 5.1 that added
some new data logging features and at the same time affected the
interface to the VP-200.
If you have a VP-200 and Dynon SkyView
installed, please do not upgrade to SkyView 5.1.
This does NOT affect VP-X customers.
We are investigating the issue and will have
additional details in the future. Please contact Vertical Power directly
(by replying to this e-mail) if you have any questions.
This email was sent to kellym(at)aviating.com by
support(at)verticalpower.com |
Update Profile/Email Address | Instant removal with
SafeUnsubscribe=84=A2 | Privacy Policy.
Vertical Power | 317 Commercial St, G-102 | Albuquerque | NM |
87102
No virus found in this message.
Checked by AVG - www.avg.com
href="http://www.matronics.com/Navigator?RV10-List">http://www.matronic
s.com/Navigator?RV10-List
href="http://forums.matronics.com">http://forums.matronics.com
href="http://www.matronics.com/contribution">http://www.matronics.com/c
=========
/www.matronics.com/Navigator?RV-List
=========
cs.com
=========
matronics.com/contribution
=========
________________________________________________________________________________
| Subject: | Re: Dynon Skyview software version 5.0? |
| From: | Jesse Saint <jesse(at)saintaviation.com> |
I don't know if this has already been addressed, but this is an issue with the
VP-200, not the VP-X. It is frustrating, especially since Dynon doesn't have a
way to roll back to earlier software. If anybody gets brave enough to try 5.1
with a VP-200, let us know if it works.
Thanks.
Jesse Saint
Saint Aviation, Inc.
jesse(at)saintaviation.com
C: 352-427-0285
F: 815-377-3694
On Feb 1, 2013, at 9:08 PM, Kelly McMullen wrote:
>
> Especially since only Dynon charges its customers for software support of Vertical
Power, unlike the other EFIS vendors.
>
> On 2/1/2013 6:58 PM, Matt Dralle wrote:
>>
>> I got the email below from Vertical Power today regarding the VP-200 compatibility
with the new 5.1 Skyview EMS data.
>>
>> You know, I want to say that this is now the SECOND time Dynon has changed the
format of the EMS data and caused issues with the VP-200. Dynon needs to
rev their data streams and not obsolete the previous versions. Each new major
change to the data stream format should be a new version that is selectable from
the serial menu. e.g. EMS 1.0, EMS 2.0, EMS 3.0. Expecting every vendor
in the world to update their equipment to retain compatibility is simply not acceptable,
IMHO.
>>
>> Backward protocol compatibility must be a prime concern when adding features.
>>
>> Matt Dralle
>> RV-8/RV-6/RV-4
>>
>>
>>
>>
>
>
> -----
> No virus found in this message.
> Checked by AVG - www.avg.com
>
>
>
>
>
________________________________________________________________________________
| From: | Ed Godfrey <egodfrey(at)ameritech.net> |
| Subject: | Re: RV10 door seals |
________________________________________________________________________________
| From: | Matt Dralle <dralle(at)matronics.com> |
| Subject: | Skyview 5.1 to 5.0 Downgrade Successful... |
Dear Listers,
Good news. I was able to roll back to Skyview 5.0.0 using a special roll-back
file supplied Mike Schofield at Dynon and carefully followed a procedure he outlined
to accomplish the task at hand. I am again getting an EMS data feed from
the Skyview to the VP-200. I haven't flown or started the engine yet, but
I flipped on the Boost pump and saw fuel pressure so that's a good sign.
Hopefully Vertical Power will have an update for the VP-200 soon...
I had a long phone conversation with Mike Schofield, Marketing Manager at Dynon
about the trials and tribulations of late. He was sympathetic to the plight
of those of us utilizing their EMS protocol, but didn't seem like they were planning
on really doing anything procedurally any different in the future with
respect to not compromising the data integrity of the data format for devices
such as the VP-200 in the field. I indicated that as a developer of products
that might potentially use those protocols, I would be uncomfortable choosing
to use those data feeds because of the lack of commitment to their stability and
continuity by Dynon. I guess I got my point across. He went on to say that
they hadn't intended for the protocol to be used by autonomous devices like
the VP-200, but rather foresaw it simply being used as raw data that would be
captured and used for post-analysis like with a spreadsheet. I countered that
even in those applications, some consistency of format is expected and consumers
of the data might very will write scripts and/or code to interpret the data
and would be put off by constant format changes.
Anyway, Dynon is a small company and they've got a lot on their plate and a lot
of customers asking for a lot of different things. I think they get it, but
it sometimes takes events like this to show them exactly why these things are
important.
-
Matt Dralle
RV-8 #82880 N998RV "Ruby Vixen"
http://www.mattsrv8.com - Matt's Complete RV-8 Construction Log
http://www.mattsrv8.com/Mishap - Landing Mishap Rebuild Log
http://www.youtube.com/MattsRV8 - Matt's RV-8 HDTV YouTube Channel
Status: 172+ Hours TTSN - Rebuilding Fuselage After Landing Mishap...
RV-6 #20916 N360EM "The Flyer"
http://www.mattsrv6.com - Matt's RV-6 Revitalization Log
Status: 140+ Hours Since Purchase - Upgrades Complete; Now In Full Flyer Mode
________________________________________________________________________________
| Subject: | Re: RV10 door seals |
| From: | "rv10flyer" <wayne.gillispie(at)gmail.com> |
Yep, go with the McMaster Carr seal.
--------
Wayne G.
SB 12/01/2009-12/01/2011
TT= 97.6
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=393755#393755
________________________________________________________________________________
| Subject: | Re: Rough engine |
| From: | "rv10flyer" <wayne.gillispie(at)gmail.com> |
I am with the loose nut, bolt, safety wire ingestion or servo mechanical. Check
your alternate air hardware/rivets. If you don't find anything with a thorough
inspection ...don't leave the pattern for a while. Let us know.
--------
Wayne G.
SB 12/01/2009-12/01/2011
TT= 97.6
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=393757#393757
________________________________________________________________________________
| From: | "Andrew Long - AANet" <along(at)aanet.com.au> |
| Subject: | Skyview 5.1 to 5.0 Downgrade Successful... |
Hi All,
I would also like to add that here in Australia there is a big discussion
around IFR avionics, certification and experimental avionics.
One of these areas is the software development protocols. It would be of
benefit that a standard protocol was adapted that may enhance the ability of
these instruments to be looked at more favourably when it comes to the
approval processes in different countries.
My view looking at the world at the moment is that Oz is not going to be the
last to deal with these issues and the better they are managed, the better
the outcomes.
PS: This is in no way a dispersion on development, just how we can manage
the perception of "Experimental"
Andrew.
www.ozrv10.com
-----Original Message-----
From: owner-rv10-list-server(at)matronics.com
[mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Matt Dralle
Sent: Thursday, 7 February 2013 2:18 PM
Subject: RV10-List: Skyview 5.1 to 5.0 Downgrade Successful...
Dear Listers,
Good news. I was able to roll back to Skyview 5.0.0 using a special
roll-back file supplied Mike Schofield at Dynon and carefully followed a
procedure he outlined to accomplish the task at hand. I am again getting an
EMS data feed from the Skyview to the VP-200. I haven't flown or started
the engine yet, but I flipped on the Boost pump and saw fuel pressure so
that's a good sign.
Hopefully Vertical Power will have an update for the VP-200 soon...
I had a long phone conversation with Mike Schofield, Marketing Manager at
Dynon about the trials and tribulations of late. He was sympathetic to the
plight of those of us utilizing their EMS protocol, but didn't seem like
they were planning on really doing anything procedurally any different in
the future with respect to not compromising the data integrity of the data
format for devices such as the VP-200 in the field. I indicated that as a
developer of products that might potentially use those protocols, I would be
uncomfortable choosing to use those data feeds because of the lack of
commitment to their stability and continuity by Dynon. I guess I got my
point across. He went on to say that they hadn't intended for the protocol
to be used by autonomous devices like the VP-200, but rather foresaw it
simply being used as raw data that would be captured and used for
post-analysis like with a spreadsheet. I countered that even in those
applications, some consistency of for!
mat is expected and consumers of the data might very will write scripts
and/or code to interpret the data and would be put off by constant format
changes.
Anyway, Dynon is a small company and they've got a lot on their plate and a
lot of customers asking for a lot of different things. I think they get it,
but it sometimes takes events like this to show them exactly why these
things are important.
-
Matt Dralle
RV-8 #82880 N998RV "Ruby Vixen"
http://www.mattsrv8.com - Matt's Complete RV-8 Construction Log
http://www.mattsrv8.com/Mishap - Landing Mishap Rebuild Log
http://www.youtube.com/MattsRV8 - Matt's RV-8 HDTV YouTube Channel
Status: 172+ Hours TTSN - Rebuilding Fuselage After Landing Mishap...
RV-6 #20916 N360EM "The Flyer"
http://www.mattsrv6.com - Matt's RV-6 Revitalization Log
Status: 140+ Hours Since Purchase - Upgrades Complete; Now In Full Flyer
Mode
________________________________________________________________________________
| From: | "Billy Britton" <william(at)gbta.net> |
A while back I recall a thread about alodine and where to get it. This
particular post I remember was about a powder form. I've searched
aircraft spruce and cannot find a powder form of alodine. Can anybody
tell me where I might find it? Also, Ive never done the alodine before.
What prep is required of the parts before using the alodine?
Thanks
Bill
________________________________________________________________________________
| From: | "Pascal" <rv10flyer(at)live.com> |
| Subject: | Re: Skyview 5.1 to 5.0 Downgrade Successful... |
Thank you Matt for the update. Dynon needs to hear that having compatibility
with other hardware is critical. Unless they are looking for an autonomous
system, they need to carefully consider changing a stream that is working.
There are a few that pushed Mike and Robert for VP-200 compatibility a few
years ago, in my case for well over 1 year. Dynon is very aware of this
compatibility, yet said that Vertical Power needs to "fix" this, with a
discontinued component, its low priority for VP.
Making haphazard changes be someone else's issue is simply something that
they MUST change. If it never worked, fine, however, not good when it was
working and Dynon broke it and moved on with "we dont support..."
Dynon is a good company, you are right they are trying to take on all sorts
of upgrades to their Skyview but they need to understand that their forums
have customers asking for 3rd party compatibility, if they dont get a
protocol that works and leave it, it will happen to someone else next time.
With the change of command at Dynon, I hope that Mike will take your call
seriously and consider the implications in the future.
thx
-----Original Message-----
From: Matt Dralle
Sent: Wednesday, February 06, 2013 7:18 PM
Subject: RV10-List: Skyview 5.1 to 5.0 Downgrade Successful...
Dear Listers,
Good news. I was able to roll back to Skyview 5.0.0 using a special
roll-back file supplied Mike Schofield at Dynon and carefully followed a
procedure he outlined to accomplish the task at hand. I am again getting an
EMS data feed from the Skyview to the VP-200. I haven't flown or started
the engine yet, but I flipped on the Boost pump and saw fuel pressure so
that's a good sign.
Hopefully Vertical Power will have an update for the VP-200 soon...
I had a long phone conversation with Mike Schofield, Marketing Manager at
Dynon about the trials and tribulations of late. He was sympathetic to the
plight of those of us utilizing their EMS protocol, but didn't seem like
they were planning on really doing anything procedurally any different in
the future with respect to not compromising the data integrity of the data
format for devices such as the VP-200 in the field. I indicated that as a
developer of products that might potentially use those protocols, I would be
uncomfortable choosing to use those data feeds because of the lack of
commitment to their stability and continuity by Dynon. I guess I got my
point across. He went on to say that they hadn't intended for the protocol
to be used by autonomous devices like the VP-200, but rather foresaw it
simply being used as raw data that would be captured and used for
post-analysis like with a spreadsheet. I countered that even in those
applications, some consistency of for!
mat is expected and consumers of the data might very will write scripts
and/or code to interpret the data and would be put off by constant format
changes.
Anyway, Dynon is a small company and they've got a lot on their plate and a
lot of customers asking for a lot of different things. I think they get it,
but it sometimes takes events like this to show them exactly why these
things are important.
-
Matt Dralle
RV-8 #82880 N998RV "Ruby Vixen"
http://www.mattsrv8.com - Matt's Complete RV-8 Construction Log
http://www.mattsrv8.com/Mishap - Landing Mishap Rebuild Log
http://www.youtube.com/MattsRV8 - Matt's RV-8 HDTV YouTube Channel
Status: 172+ Hours TTSN - Rebuilding Fuselage After Landing Mishap...
RV-6 #20916 N360EM "The Flyer"
http://www.mattsrv6.com - Matt's RV-6 Revitalization Log
Status: 140+ Hours Since Purchase - Upgrades Complete; Now In Full Flyer
Mode
________________________________________________________________________________
| From: | Ed Godfrey <egodfrey(at)ameritech.net> |
Bill,
Here is a snippet of a message from Matronics RV10 list that I had
a copy of.
Ed Godfrey
40717
Look up PreKote.
----- Original Message -----
*From:* Kent Ogden
*To:* rv10-list(at)matronics.com
*Sent:* Thursday, September 18, 2008 11:09 AM
*Subject:* RV10-List: Powdered Iridite or Alodine
Hello list,
I've been looking for a source of powdered Iridite, I talked to Eldorado
Solutions today and they aren't able to produce the powdered version of
Iridite 14-2 right now. I did find some at Pegasus Auto Racing Supply:
http://www.pegasusautoracing.com/productdetails.asp?RecID=6081. $60 for
two pounds of powder which should be plenty. I don't see any powdered
de-oxidizer there though (like the Eldorado D-1). Does anyone have any
other/better sources for alodining chemicals/cleaners?
Kent Ogden
#40710 (real) slow-build, tailcone
On 2/7/2013 10:45 AM, Billy Britton wrote:
> A while back I recall a thread about alodine and where to get it.
> This particular post I remember was about a powder form. I've
> searched aircraft spruce and cannot find a powder form of alodine.
> Can anybody tell me where I might find it? Also, Ive never done the
> alodine before. What prep is required of the parts before using the
> alodine?
> Thanks
> Bill
> *
>
>
> *
________________________________________________________________________________
| From: | Ed Godfrey <egodfrey(at)ameritech.net> |
Bill,
Here is a snippet of a message from RV10 list that I had a copy of.
Ed Godfrey
40717
Look up PreKote.
----- Original Message -----
*From:* Kent Ogden
*To:* rv10-list(at)matronics.com
*Sent:* Thursday, September 18, 2008 11:09 AM
*Subject:* RV10-List: Powdered Iridite or Alodine
Hello list,
I've been looking for a source of powdered Iridite, I talked to Eldorado
Solutions today and they aren't able to produce the powdered version of
Iridite 14-2 right now. I did find some at Pegasus Auto Racing Supply:
http://www.pegasusautoracing.com/productdetails.asp?RecID=6081. $60 for
two pounds of powder which should be plenty. I don't see any powdered
de-oxidizer there though (like the Eldorado D-1). Does anyone have any
other/better sources for alodining chemicals/cleaners?
Kent Ogden
#40710 (real) slow-build, tailcone
On 2/7/2013 10:45 AM, Billy Britton wrote:
> A while back I recall a thread about alodine and where to get it.
> This particular post I remember was about a powder form. I've
> searched aircraft spruce and cannot find a powder form of alodine.
> Can anybody tell me where I might find it? Also, Ive never done the
> alodine before. What prep is required of the parts before using the
> alodine?
> Thanks
> Bill
> *
>
>
> *
________________________________________________________________________________
| From: | Linn <flying-nut(at)cfl.rr.com> |
You can use the search engines to find a supplier near you. You might
also get a local plating shop to get the powder for you. The liquid
alodine is not very concentrated. As for prep, all it needs to be is
squeaky clean.
Linn
On 2/7/2013 11:45 AM, Billy Britton wrote:
> A while back I recall a thread about alodine and where to get it.
> This particular post I remember was about a powder form. I've
> searched aircraft spruce and cannot find a powder form of alodine.
> Can anybody tell me where I might find it? Also, Ive never done the
> alodine before. What prep is required of the parts before using the
> alodine?
> Thanks
> Bill
> *
>
>
> *
>
> No virus found in this message.
> Checked by AVG - www.avg.com <http://www.avg.com>
>
________________________________________________________________________________
| From: | Bob Leffler <rv(at)thelefflers.com> |
I may have some powder left over, but I'll have to check on the quantity.
Sent from my iPhone
On Feb 7, 2013, at 11:45 AM, "Billy Britton" wrote:
A while back I recall a thread about alodine and where to get it. This part
icular post I remember was about a powder form. I've searched aircraft spru
ce and cannot find a powder form of alodine. Can anybody tell me where I mi
ght find it? Also, Ive never done the alodine before. What prep is require
d of the parts before using the alodine?
Thanks
Bill
==========================
========
==========================
========
==========================
========
==========================
========
________________________________________________________________________________
| From: | "Billy Britton" <william(at)gbta.net> |
If anybody has any left over I'd be willing to buy it from you. I've
been on the 'net for the last two hours looking for suppliers and made
several calls and nobody seems to handle it anymore. Ive called PPG -
Eldorado Chemical and they dont sell to individuals so I was put into
contact with Graco Supply who is a retailer for PPG. They dont have it
in stock so theyre getting me info for a bid but they dont kinow minumum
purchase requirements. Doesn't sound like its gonna pan out.
If anybody has any left I can purchase you can leave a message on here
or preferably email me at billbritton73(at)yahoo.com.
Thanks
Bill
----- Original Message -----
From: Bob Leffler
To: rv10-list(at)matronics.com
Sent: Thursday, February 07, 2013 12:12 PM
Subject: Re: RV10-List: alodine
I may have some powder left over, but I'll have to check on the
quantity.
Sent from my iPhone
On Feb 7, 2013, at 11:45 AM, "Billy Britton" wrote:
A while back I recall a thread about alodine and where to get it.
This particular post I remember was about a powder form. I've searched
aircraft spruce and cannot find a powder form of alodine. Can anybody
tell me where I might find it? Also, Ive never done the alodine before.
What prep is required of the parts before using the alodine?
Thanks
Bill
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
3D
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
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3D
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3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
3D
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3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
3D
________________________________________________________________________________
| From: | Jeff Carpenter <jeff(at)westcottpress.com> |
why don't you skip the alodine and use Prekote?
Jeff Carpenter
40304
On Feb 7, 2013, at 10:39 AM, Billy Britton wrote:
> If anybody has any left over I'd be willing to buy it from you. I've
been on the 'net for the last two hours looking for suppliers and made
several calls and nobody seems to handle it anymore. Ive called PPG -
Eldorado Chemical and they dont sell to individuals so I was put into
contact with Graco Supply who is a retailer for PPG. They dont have it
in stock so theyre getting me info for a bid but they dont kinow minumum
purchase requirements. Doesn't sound like its gonna pan out.
>
> If anybody has any left I can purchase you can leave a message on here
or preferably email me at billbritton73(at)yahoo.com.
>
> Thanks
> Bill
> ----- Original Message -----
> From: Bob Leffler
> To: rv10-list(at)matronics.com
> Sent: Thursday, February 07, 2013 12:12 PM
> Subject: Re: RV10-List: alodine
>
> I may have some powder left over, but I'll have to check on the
quantity.
>
> Sent from my iPhone
>
> On Feb 7, 2013, at 11:45 AM, "Billy Britton" wrote:
>
> A while back I recall a thread about alodine and where to get it.
This particular post I remember was about a powder form. I've searched
aircraft spruce and cannot find a powder form of alodine. Can anybody
tell me where I might find it? Also, Ive never done the alodine before.
What prep is required of the parts before using the alodine?
>
> Thanks
> Bill
>
>
>
>
>
>
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
3D
>
href='3D"http://www.matronics.com/Navigator?RV10-List"'>http://www.matro
nics.com/Navigator?RV10-List
>
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
3D
> href='3D"http://forums.matronics.com"'>http://forums.matronics.com
>
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
3D
>
href='3D"http://www.matronics.com/contribution"'>http://www.matronics.co
m/contribution
>
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
3D
>
>
>
>
________________________________________________________________________________
| From: | Patrick Pulis <rv10free2fly(at)yahoo.com.au> |
Bill,
I keep the alodine solution in a 20 litre container and top up the crystal c
oncentration when I notice the dip time is starting to get longer to achieve
the same level of coating.
I always prepare the parts by scrubbing them with a maroon 3M Scotchbrite pa
d in a solution of 'Deoxidine' (a Henkel product), just scrub enough to get t
he shine off the aluminium, then fresh water rinse and air dry before dippin
g in the alodine solution.
I use a storage water heater overflow tray, which is about 1.5" deep & about
4' in diameter to dip the large parts. The advantage of this tray is that i
t has a plastic ball valve plumbed into the tray and allows me to easily dec
ant the solution back into the storage container for reuse. I use black pla
stic irrigation fittings and pipe which attach to the ball valve. Can send y
ou pictures.
For longer, slender parts, I've made up a long bath using 6" diameter PVC se
wer pipe with caps each end and another plastic ball valve fitted as describ
ed above.
I've cut the top 2" off the entire length of the pipe to allow you to sit th
e pipe horizontally on an old pallet. Great for long parts and gives a solut
ion depth of about 4".
Please ensure that you read the Material Safety Data Sheet for the alodine m
ore so, as its toxic stuff.
I've seen guys also use wheelie bins as dip baths and lowering parts in with
tie wire and suspending them from some dowel placed across the bin opening.
Doing this means you'll need a lot of solution and the bin is very heavy t
o move. I get away with 20 litres, which is stored when not required.
Yell out if you need any more info. Google the Henkel site for technical adv
ice.
Warm regards from Oz.
Patrick
Adelaide, South Australia
On 08/02/2013, at 3:15 AM, "Billy Britton" wrote:
> A while back I recall a thread about alodine and where to get it. This pa
rticular post I remember was about a powder form. I've searched aircraft sp
ruce and cannot find a powder form of alodine. Can anybody tell me where I m
ight find it? Also, Ive never done the alodine before. What prep is requir
ed of the parts before using the alodine?
>
> Thanks
> Bill
>
>
==========================
=========
==========================
=========
==========================
=========
==========================
=========
>
________________________________________________________________________________
| Subject: | Instrument markings |
| From: | "Mike Whisky" <rv-10(at)wellenzohn.net> |
Hi everyone,
I attached a picture with my planned instrument markings (EFIS/EM settings) to
ask if you could please verify. I have an TMX-IO540 (IO-450 D4A5) engine and extracted
all information I could from the Lycoming Operator's Manual.
Could you please help to verify especially the oil temp & presure markings fuel
flow and EGT.
Thanks
Michael
--------
RV-10 builder (interior & finishing)
#511
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=393822#393822
Attachments:
http://forums.matronics.com//files/bildschirmfoto_2013_02_07_um_234610_197.png
________________________________________________________________________________
| From: | Dave Saylor <dave.saylor.aircrafters(at)gmail.com> |
| Subject: | Re: Instrument markings |
That all looks about right. I ended up going with the book numbers at
first and then tweaking a few things here and there to make it more
livable.
You're gonna see something higher than 22 GPH on takeoff, you might
want to red line that closer to 26-27. That way it won't sound a
nuisance alarm.
Dave Saylor
831-750-0284 CL
On Thu, Feb 7, 2013 at 2:59 PM, Mike Whisky wrote:
>
> Hi everyone,
>
> I attached a picture with my planned instrument markings (EFIS/EM settings) to
ask if you could please verify. I have an TMX-IO540 (IO-450 D4A5) engine and
extracted all information I could from the Lycoming Operator's Manual.
>
> Could you please help to verify especially the oil temp & presure markings fuel
flow and EGT.
>
> Thanks
> Michael
>
> --------
> RV-10 builder (interior & finishing)
> #511
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=393822#393822
>
>
> Attachments:
>
> http://forums.matronics.com//files/bildschirmfoto_2013_02_07_um_234610_197.png
>
>
________________________________________________________________________________
| From: | Robin Marks <robin(at)PaintTheWeb.com> |
| Subject: | Instrument markings |
Michael,
I am not sure I would be cut & dry on my EGT's. I prefer a warning in the 1400's,
say 1,450 enter Yellow Arc? Same goes for the low end of EGT. I like to be
warned (yellow) when I am under 1100 for example.
Re: Oil Temp it's not unusual to see 210 and still be in normal operating range.
Maybe 209 Green, 210-245 Yellow?
As far as your Engine RPM I go FWF on takeoff and then when I can make the runway
I pull back prop to 2,500 and continue to climb out. If I'm at 2503 or 2497
I don't adjust. Not sure I would want Yellow warning at 2,500. I know a few people
that fly 25/2500 exclusively (yikes).
On fuel flow you will spend a lot of time at 1.7 to 2.3 gph when taxiing. With
your set up expect to see red a lot on your FF. Same goes for decent. I can get
under 8 GPH on my decent for arrival. I personally would probably prefer seeing
Yellow so you keep RED as Prohibited range.
Obviously these are all your call.
Robin
-----Original Message-----
From: owner-rv10-list-server(at)matronics.com [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Mike Whisky
Sent: Thursday, February 07, 2013 3:00 PM
Subject: RV10-List: Instrument markings
Hi everyone,
I attached a picture with my planned instrument markings (EFIS/EM settings) to
ask if you could please verify. I have an TMX-IO540 (IO-450 D4A5) engine and extracted
all information I could from the Lycoming Operator's Manual.
Could you please help to verify especially the oil temp & presure markings fuel
flow and EGT.
Thanks
Michael
--------
RV-10 builder (interior & finishing)
#511
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=393822#393822
Attachments:
http://forums.matronics.com//files/bildschirmfoto_2013_02_07_um_234610_197.png
-----
No virus found in this message.
Checked by AVG - www.avg.com
________________________________________________________________________________
| Subject: | Re: Instrument markings |
| From: | "Bob Turner" <bobturner(at)alum.rpi.edu> |
1. Already mentioned, sea level full power takeoff fuel flow should be close to
26 gal/hr, certainly not less than 24.
2. Lycoming says 500 F CHT redline, but nearly everyone agrees that's too high.
3. Absolute EGT means little. It will vary with probe placement, etc.
--------
Bob Turner
RV-10 QB
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=393825#393825
________________________________________________________________________________
| From: | Kelly McMullen <kellym(at)aviating.com> |
| Subject: | Re: Instrument markings |
If one wanted to set an upper limit on EGT, I would select about 1550 to
avoid nuisance alarms.
I have probes 1.5" below flange on my Mooney 200 hp IO-360, and only see
above 1500 if something is wrong, like a plug not firing.
You can determine fuel flow as part of test program. I find 9.5 gph/100
hp is about right. Turbo charged and turbo normalized need more, but we
aren't supposedly using that hardware on our 10s. If take off EGT shows
around 1200-1250 on takeoff, fuel flow is fine.
On 2/7/2013 5:30 PM, Bob Turner wrote:
>
> 1. Already mentioned, sea level full power takeoff fuel flow should be close
to 26 gal/hr, certainly not less than 24.
> 2. Lycoming says 500 F CHT redline, but nearly everyone agrees that's too high.
> 3. Absolute EGT means little. It will vary with probe placement, etc.
>
> --------
> Bob Turner
> RV-10 QB
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=393825#393825
>
>
-----
No virus found in this message.
Checked by AVG - www.avg.com
________________________________________________________________________________
| From: | Don McDonald <building_partner(at)yahoo.com> |
| Subject: | Re: Instrument markings |
GPH:- change the 8 to 7.
Oil Temp:- yellow 205-225--- red > 225
Oil Pressure:- Green 55-99- yellow 100-115- red > 115
Just my 3 cents.
Don McDonald
--- On Thu, 2/7/13, Mike Whisky wrote:
From: Mike Whisky <rv-10(at)wellenzohn.net>
Subject: RV10-List: Instrument markings
Date: Thursday, February 7, 2013, 4:59 PM
Hi everyone,
I attached a picture with my planned instrument markings (EFIS/EM settings)
to ask if you could please verify. I have an TMX-IO540 (IO-450 D4A5) engin
e and extracted all information I could from the Lycoming Operator's Manual
.
Could you please help to verify especially the oil temp & presure markings
- fuel flow and EGT.
Thanks
Michael
--------
RV-10 builder (interior & finishing)
#511
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=393822#393822
Attachments:
http://forums.matronics.com//files/bildschirmfoto_2013_02_07_um_234610_197.
png
le, List Admin.
________________________________________________________________________________
| Subject: | Re: Instrument markings |
| From: | "bill.peyton" <peyton.b(at)sbcglobal.net> |
My cht redline starts at 400 F.
--------
Bill
WA0SYV
Aviation Partners, LLC
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=393829#393829
________________________________________________________________________________
| From: | "Tom Ganster" <taganster(at)gmail.com> |
Bill,
You can find it at Pegasus racing supply in New Berlin, WI. They are
on the net. I have half a container full left, The stuff is very
concentrated.
Tom Ganster CLI (Getting ready for paint)
From: Billy Britton
Sent: Thursday, February 07, 2013 10:45 AM
Subject: RV10-List: alodine
A while back I recall a thread about alodine and where to get it. This
particular post I remember was about a powder form. I've searched
aircraft spruce and cannot find a powder form of alodine. Can anybody
tell me where I might find it? Also, Ive never done the alodine before.
What prep is required of the parts before using the alodine?
Thanks
Bill
________________________________________________________________________________
| Subject: | Re: Instrument markings |
| From: | "rv10flyer" <wayne.gillispie(at)gmail.com> |
With all of this good info these gentlemen posted above, you will be close. After
your first flight readjust things so that your caution ranges are closer to
your actual normal indications. Take a pic at 5000' when all is stabilized. For
me, I want to be warned of low fuel pres less than 20 psi; low oil pressure
less than 65 psi; high cht above 380F; and the most important for me was high
fuel flow set at 26.5 gph. If you get a fuel leak that you can't see or smell
and you energize the boost pump due to rough running engine, you will want to
get on the ground in a hurry if FF exceeds that number. Bill and I installed
a cowl outlet temperature limit switch as extra warning. Mine is set to open at
200F which deenergizes a relay bringing on my LED.
I have MP going from 10-30". RPM max 2750. EGT max 1550F.
Please get one person to put a wrench on every single fuel, oil and flight control
connection. Apply or reapply torque stripe. Fill oil cooler and prime your
oil system. Disconnect fuel line at servo inlet, turn boost pump on and ensure
you have at least 40 gph fuel flow from both tanks.
Good luck and enjoy. I wish I had the money to build this at 20 instead of 40 years
old.
--------
Wayne G.
SB 12/01/2009-12/01/2011
TT= 97.6
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=393835#393835
________________________________________________________________________________
| Subject: | Re: Aircraft Tow |
| From: | Rob Kermanj <flysrv10(at)gmail.com> |
hi albert,
the article is gone. do you have more pics and perhaps motor spec and
source for purchase?
On Fri, Feb 27, 2009 at 1:34 AM, Albert Gardner wrote:
>
> I finished my tow machine and here is a picture. I have about $150 in it-I
> didn't have to buy a gear head motor, the wheel is from Harbor Freight at
> $9, the 2 batteries from Wal-Mart (the motor is a 24V so I have 2 speeds)
> but I kept buying the 1" square tube from Lowes and it was expensive. 2
> problems: the space between the wheel pant and the tow wheel is too small so
> I have to extend the arms about 3" and I need to add a light so I can hook
> up in the dark. I'm thinking about a seat also so I can ride it around. I
> got the idea from a Kitplanes article a few years back.
> Albert Gardner
> N991RV
> Yuma, AZ
--
Rob Kermanj
________________________________________________________________________________
| From: | Linn <flying-nut(at)cfl.rr.com> |
| Subject: | Re: Aircraft Tow |
I've seen homebuilt tows powered by cheap battery-operated drills after
folks find it cheaper to buy a whole new drill w/battery and charger
than it is to buy a replacement battery. They remote the variable speed
switch up near the handle.
Linn
On 2/8/2013 3:34 PM, Rob Kermanj wrote:
>
> hi albert,
>
> the article is gone. do you have more pics and perhaps motor spec and
> source for purchase?
>
> On Fri, Feb 27, 2009 at 1:34 AM, Albert Gardner wrote:
>> I finished my tow machine and here is a picture. I have about $150 in it-I
>> didn't have to buy a gear head motor, the wheel is from Harbor Freight at
>> $9, the 2 batteries from Wal-Mart (the motor is a 24V so I have 2 speeds)
>> but I kept buying the 1" square tube from Lowes and it was expensive. 2
>> problems: the space between the wheel pant and the tow wheel is too small so
>> I have to extend the arms about 3" and I need to add a light so I can hook
>> up in the dark. I'm thinking about a seat also so I can ride it around. I
>> got the idea from a Kitplanes article a few years back.
>> Albert Gardner
>> N991RV
>> Yuma, AZ
>
>
________________________________________________________________________________
| Subject: | Re: Aircraft Tow |
| From: | Sohrab Kermanj <flysrv10(at)gmail.com> |
Thanks.
On Feb 8, 2013, at 4:34 PM, Linn wrote:
>
> I've seen homebuilt tows powered by cheap battery-operated drills after folks
find it cheaper to buy a whole new drill w/battery and charger than it is to
buy a replacement battery. They remote the variable speed switch up near the
handle.
> Linn
>
> On 2/8/2013 3:34 PM, Rob Kermanj wrote:
>>
>> hi albert,
>>
>> the article is gone. do you have more pics and perhaps motor spec and
>> source for purchase?
>>
>> On Fri, Feb 27, 2009 at 1:34 AM, Albert Gardner wrote:
>>> I finished my tow machine and here is a picture. I have about $150 in it-I
>>> didn't have to buy a gear head motor, the wheel is from Harbor Freight at
>>> $9, the 2 batteries from Wal-Mart (the motor is a 24V so I have 2 speeds)
>>> but I kept buying the 1" square tube from Lowes and it was expensive. 2
>>> problems: the space between the wheel pant and the tow wheel is too small so
>>> I have to extend the arms about 3" and I need to add a light so I can hook
>>> up in the dark. I'm thinking about a seat also so I can ride it around. I
>>> got the idea from a Kitplanes article a few years back.
>>> Albert Gardner
>>> N991RV
>>> Yuma, AZ
>>
>>
>
>
>
>
>
Rob Kermanj
________________________________________________________________________________
| Subject: | Re: Aircraft Tow |
| From: | "Lenny Iszak" <lenard(at)rapiddecision.com> |
Rob,
Here's the article.
Lenny
flysrv10(at)gmail.com wrote:
> hi albert,
>
> the article is gone. do you have more pics and perhaps motor spec and
> source for purchase?
>
> On Fri, Feb 27, 2009 at 1:34 AM, Albert Gardner wrote:
>
> >
> > I finished my tow machine and here is a picture. I have about $150 in it-I
> > didn't have to buy a gear head motor, the wheel is from Harbor Freight at
> > $9, the 2 batteries from Wal-Mart (the motor is a 24V so I have 2 speeds)
> > but I kept buying the 1" square tube from Lowes and it was expensive. 2
> > problems: the space between the wheel pant and the tow wheel is too small
so
> > I have to extend the arms about 3" and I need to add a light so I can hook
> > up in the dark. I'm thinking about a seat also so I can ride it around. I
> > got the idea from a Kitplanes article a few years back.
> > Albert Gardner
> > N991RV
> > Yuma, AZ
> >
> >
>
>
>
> --
> Rob Kermanj
--------
Lenny
#40803
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=393910#393910
Attachments:
http://forums.matronics.com//files/0405_5354_158.pdf
________________________________________________________________________________
| Subject: | Re: Aircraft Tow |
| From: | Rob Kermanj <flysrv10(at)gmail.com> |
Thank you Lenny. Got it.
On Feb 9, 2013, at 9:48 AM, Lenny Iszak wrote:
>
> Rob,
>
> Here's the article.
>
> Lenny
>
>
> flysrv10(at)gmail.com wrote:
>> hi albert,
>>
>> the article is gone. do you have more pics and perhaps motor spec and
>> source for purchase?
>>
>> On Fri, Feb 27, 2009 at 1:34 AM, Albert Gardner wrote:
>>
>>>
>>> I finished my tow machine and here is a picture. I have about $150 in it-I
>>> didn't have to buy a gear head motor, the wheel is from Harbor Freight at
>>> $9, the 2 batteries from Wal-Mart (the motor is a 24V so I have 2 speeds)
>>> but I kept buying the 1" square tube from Lowes and it was expensive. 2
>>> problems: the space between the wheel pant and the tow wheel is too small so
>>> I have to extend the arms about 3" and I need to add a light so I can hook
>>> up in the dark. I'm thinking about a seat also so I can ride it around. I
>>> got the idea from a Kitplanes article a few years back.
>>> Albert Gardner
>>> N991RV
>>> Yuma, AZ
>>>
>>>
>>
>>
>>
>> --
>> Rob Kermanj
>
>
> --------
> Lenny
> #40803
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=393910#393910
>
>
>
>
> Attachments:
>
> http://forums.matronics.com//files/0405_5354_158.pdf
>
>
>
>
>
>
>
________________________________________________________________________________
| From: | "Albert Gardner" <ibspud(at)roadrunner.com> |
Rob, just got back last nite and saw your email. I see someone else sent
you a copy of the article but here are my pics. The motor I used was a 24
vdc from a friend so I don't know of a source for 12VDC gear head motors. I
supposed you could try the cordless drill route. I put some small 12vdc
lites up on the tips where it grabs the plane. Works very good (much better
than the pilot did) and I'm very happy. I originally had the clamping ends
too low and had to raise them so that you can push down on the handles to
increase friction on the tire. Also, I got my over-the-center clamp just a
little too close to the front wheel pant.
Albert
-----Original Message-----
From: owner-rv10-list-server(at)matronics.com
[mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Rob Kermanj
Sent: Friday, February 08, 2013 1:35 PM
Subject: Re: RV10-List: Aircraft Tow
hi albert,
the article is gone. do you have more pics and perhaps motor spec and
source for purchase?
On Fri, Feb 27, 2009 at 1:34 AM, Albert Gardner
wrote:
>
> I finished my tow machine and here is a picture. I have about $150 in
> it-I didn't have to buy a gear head motor, the wheel is from Harbor
> Freight at $9, the 2 batteries from Wal-Mart (the motor is a 24V so I
> have 2 speeds) but I kept buying the 1" square tube from Lowes and it
> was expensive. 2
> problems: the space between the wheel pant and the tow wheel is too
> small so I have to extend the arms about 3" and I need to add a light
> so I can hook up in the dark. I'm thinking about a seat also so I can
> ride it around. I got the idea from a Kitplanes article a few years back.
> Albert Gardner
> N991RV
> Yuma, AZ
--
Rob Kermanj
________________________________________________________________________________
| Subject: | Re: Aircraft Tow |
| From: | Rob Kermanj <flysrv10(at)gmail.com> |
Thanks for the pictures. Gives me a good idea of where to start. Found some 24
v geared motors for scooters. Not sure if they will do. I like your motor configuration.
Rob Kermanj
Sent from my iPad
On Feb 9, 2013, at 7:52 PM, "Albert Gardner" wrote:
> Rob, just got back last nite and saw your email. I see someone else sent
> you a copy of the article but here are my pics. The motor I used was a 24
> vdc from a friend so I don't know of a source for 12VDC gear head motors. I
> supposed you could try the cordless drill route. I put some small 12vdc
> lites up on the tips where it grabs the plane. Works very good (much better
> than the pilot did) and I'm very happy. I originally had the clamping ends
> too low and had to raise them so that you can push down on the handles to
> increase friction on the tire. Also, I got my over-the-center clamp just a
> little too close to the front wheel pant.
> Albert
>
> -----Original Message-----
> From: owner-rv10-list-server(at)matronics.com
> [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Rob Kermanj
> Sent: Friday, February 08, 2013 1:35 PM
> To: rv10-list(at)matronics.com
> Subject: Re: RV10-List: Aircraft Tow
>
>
> hi albert,
>
> the article is gone. do you have more pics and perhaps motor spec and
> source for purchase?
>
> On Fri, Feb 27, 2009 at 1:34 AM, Albert Gardner
> wrote:
>>
>> I finished my tow machine and here is a picture. I have about $150 in
>> it-I didn't have to buy a gear head motor, the wheel is from Harbor
>> Freight at $9, the 2 batteries from Wal-Mart (the motor is a 24V so I
>> have 2 speeds) but I kept buying the 1" square tube from Lowes and it
>> was expensive. 2
>> problems: the space between the wheel pant and the tow wheel is too
>> small so I have to extend the arms about 3" and I need to add a light
>> so I can hook up in the dark. I'm thinking about a seat also so I can
>> ride it around. I got the idea from a Kitplanes article a few years back.
>> Albert Gardner
>> N991RV
>> Yuma, AZ
>
>
>
> --
> Rob Kermanj
>
>
>
>
>
>
>
>
>
>
>
________________________________________________________________________________
| Subject: | Re: Rough engine |
| From: | "Leeverett" <Leeverett(at)msn.com> |
I have a diagnosis for rough engine. I had flown the plane for 10 trouble free
hours. In the pattern the throttle stuck half open. I advanced full throttle
and it ran smoothly. About 10 seconds later the engine started running
rough. I landed uneventfully. Mag check rough on both mags. Throttle
action smooth. I did a compression check today. Cylinders 23456 all
76/80 or better. When I removed plug from #1 the electrode was severely
damaged. Unable to get any compression. I removed the filter air box and
found one of the 4 bolts that holds the box to the servo missing. The bolt
heads were not drilled and I did not safety wire them. I don't know it the
instructions say to or not. So my diagnosis (as a physician I can tell you that
is half the cure) is that the bolt vibrated loose then stuck in the throttle valve.
When I advanced the throttle the bolt went up the induction , past the intake
valve and into the cylinder where it did its damage. Obviously I will replace/
safety the bolts, remove and inspect/replace piston, cylinder, valves rods
etc. I will also scope the other cylinders. So I hope everyone has safeties the
bolts.
Leon Everett
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=394012#394012
________________________________________________________________________________
| Subject: | Re: Rough engine |
| From: | "bill.peyton" <peyton.b(at)sbcglobal.net> |
Leon,
Glad you found the problem.
Bill
--------
Bill
WA0SYV
Aviation Partners, LLC
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=394016#394016
________________________________________________________________________________
| From: | Linn <flying-nut(at)cfl.rr.com> |
| Subject: | Re: Rough engine |
Unfortunate indeed. Sorry you had the problem but grateful for your
sharing it. Be sure to check the whole induction system until you can
account for all the pieces. Debris has been known to migrate to other
cylinders. I know .... 'that's impossible' ...... and I can't explain
it, but it does happen.
Linn .... will safety those bolts when I get there!!!
On 2/10/2013 8:12 PM, Leeverett wrote:
>
> I have a diagnosis for rough engine. I had flown the plane for 10 trouble free
> hours. In the pattern the throttle stuck half open. I advanced full throttle
> and it ran smoothly. About 10 seconds later the engine started running
> rough. I landed uneventfully. Mag check rough on both mags. Throttle
> action smooth. I did a compression check today. Cylinders 23456 all
> 76/80 or better. When I removed plug from #1 the electrode was severely
> damaged. Unable to get any compression. I removed the filter air box and
> found one of the 4 bolts that holds the box to the servo missing. The bolt
> heads were not drilled and I did not safety wire them. I don't know it the
> instructions say to or not. So my diagnosis (as a physician I can tell you that
> is half the cure) is that the bolt vibrated loose then stuck in the throttle
valve.
> When I advanced the throttle the bolt went up the induction , past the intake
> valve and into the cylinder where it did its damage. Obviously I will replace/
> safety the bolts, remove and inspect/replace piston, cylinder, valves rods
> etc. I will also scope the other cylinders. So I hope everyone has safeties the
> bolts.
> Leon Everett
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=394012#394012
>
>
> -----
> No virus found in this message.
> Checked by AVG - www.avg.com
>
>
________________________________________________________________________________
| From: | Dave Saylor <dave.saylor.aircrafters(at)gmail.com> |
| Subject: | Re: Rough engine |
Looking through the archives, it looks like there has been some
concern about these bolts being supplied un-drilled in the past,
though with locking tabs instead. I'm going to look tomorrow and make
sure I have safety wire on those bolts--I'm pretty sure I do. It's
standard practice for us to safety any piece of hardware that could be
ingested.
As Linn mentioned, I've heard of stuff (incredibly) bouncing from one
cylinder to another so check carefully!
Dave Saylor
831-750-0284 CL
On Sun, Feb 10, 2013 at 5:12 PM, Leeverett wrote:
>
> I have a diagnosis for rough engine. I had flown the plane for 10 trouble free
> hours. In the pattern the throttle stuck half open. I advanced full throttle
> and it ran smoothly. About 10 seconds later the engine started running
> rough. I landed uneventfully. Mag check rough on both mags. Throttle
> action smooth. I did a compression check today. Cylinders 23456 all
> 76/80 or better. When I removed plug from #1 the electrode was severely
> damaged. Unable to get any compression. I removed the filter air box and
> found one of the 4 bolts that holds the box to the servo missing. The bolt
> heads were not drilled and I did not safety wire them. I don't know it the
> instructions say to or not. So my diagnosis (as a physician I can tell you that
> is half the cure) is that the bolt vibrated loose then stuck in the throttle
valve.
> When I advanced the throttle the bolt went up the induction , past the intake
> valve and into the cylinder where it did its damage. Obviously I will replace/
> safety the bolts, remove and inspect/replace piston, cylinder, valves rods
> etc. I will also scope the other cylinders. So I hope everyone has safeties the
> bolts.
> Leon Everett
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=394012#394012
>
>
________________________________________________________________________________
| Subject: | Re: Rough engine |
| From: | Seano <sean(at)braunandco.com> |
Thanks for sharing. Sorry there was damage. I have mine safetied. Not sure if
it was plans or Scott Schmidt who instructed me.
Sent from my iPhone
On Feb 10, 2013, at 17:12, "Leeverett" wrote:
>
> I have a diagnosis for rough engine. I had flown the plane for 10 trouble free
> hours. In the pattern the throttle stuck half open. I advanced full throttle
> and it ran smoothly. About 10 seconds later the engine started running
> rough. I landed uneventfully. Mag check rough on both mags. Throttle
> action smooth. I did a compression check today. Cylinders 23456 all
> 76/80 or better. When I removed plug from #1 the electrode was severely
> damaged. Unable to get any compression. I removed the filter air box and
> found one of the 4 bolts that holds the box to the servo missing. The bolt
> heads were not drilled and I did not safety wire them. I don't know it the
> instructions say to or not. So my diagnosis (as a physician I can tell you that
> is half the cure) is that the bolt vibrated loose then stuck in the throttle
valve.
> When I advanced the throttle the bolt went up the induction , past the intake
> valve and into the cylinder where it did its damage. Obviously I will replace/
> safety the bolts, remove and inspect/replace piston, cylinder, valves rods
> etc. I will also scope the other cylinders. So I hope everyone has safeties the
> bolts.
> Leon Everett
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=394012#394012
>
>
>
>
>
>
>
>
>
>
________________________________________________________________________________
| Subject: | Blown out Wheel pant |
| From: | Seano <sean(at)braunandco.com> |
Thought I would share my wheel pant blow out story. I originally cut my pants about
5/8 " around the tires. I flew 300 hours before exchanging the factory mains
with desser re-treads. I was dumb not to open the holes up on the pants. Visually
the dessers look more square than the originals. I figured the clearance
was fine when I quickly looked them over. I landed heavy in Tucson and smelled
rubber. I thought it was from the md-90 that landed in front if me. Later
I found out the wheel bulged enough on a soft landing and grabbed both sides
of the rear pant. I was able to pull the ripped sides back down and tear them
away so I could fly home. I had to rebuild the bottom and repaint. Of course I
opened both sides to 1" all around the tire. Just thought I would share to hopefully
save someone time rebuilding their pants.
Sent from my iPhone
________________________________________________________________________________
| Subject: | Re: Blown out Wheel pant |
| From: | "rv10flyer" <wayne.gillispie(at)gmail.com> |
What was your tire pressure reading when you removed the pants? I need to recheck
my pressures. I usually run 10 psi higher than Van's numbers, making it easier
to move solo.
I have the same tires in stock, so thanks for the reminder. Any changes in out
of round or shimmy going to Desser?
--------
Wayne G.
SB 12/01/2009-12/01/2011
TT= 97.6
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=394026#394026
________________________________________________________________________________
| Subject: | Re: Blown out Wheel pant |
| From: | Seano <sean(at)braunandco.com> |
I keep 50psi on the mains. I also made wood stiffeners for mine. Dessers felt smoother
than the originals and I've heard they last a lot longer. I have no shimmy
but that's from the stiffeners.
Sent from my iPhone
On Feb 10, 2013, at 19:38, "rv10flyer" wrote:
>
> What was your tire pressure reading when you removed the pants? I need to recheck
my pressures. I usually run 10 psi higher than Van's numbers, making it easier
to move solo.
>
> I have the same tires in stock, so thanks for the reminder. Any changes in out
of round or shimmy going to Desser?
>
> --------
> Wayne G.
> SB 12/01/2009-12/01/2011
> TT= 97.6
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=394026#394026
>
>
>
>
>
>
>
>
>
>
________________________________________________________________________________
| From: | Kelly McMullen <kellym(at)aviating.com> |
| Subject: | Re: Rough engine |
Vans has a service bulletin on this, calling for safetying the bolts.
96-10-1
On 2/10/2013 7:02 PM, Dave Saylor wrote:
>
> Looking through the archives, it looks like there has been some
> concern about these bolts being supplied un-drilled in the past,
> though with locking tabs instead. I'm going to look tomorrow and make
> sure I have safety wire on those bolts--I'm pretty sure I do. It's
> standard practice for us to safety any piece of hardware that could be
> ingested.
>
> As Linn mentioned, I've heard of stuff (incredibly) bouncing from one
> cylinder to another so check carefully!
>
> Dave Saylor
> 831-750-0284 CL
>
>
> On Sun, Feb 10, 2013 at 5:12 PM, Leeverett wrote:
>>
>> I have a diagnosis for rough engine. I had flown the plane for 10 trouble free
>> hours. In the pattern the throttle stuck half open. I advanced full throttle
>> and it ran smoothly. About 10 seconds later the engine started running
>> rough. I landed uneventfully. Mag check rough on both mags. Throttle
>> action smooth. I did a compression check today. Cylinders 23456 all
>> 76/80 or better. When I removed plug from #1 the electrode was severely
>> damaged. Unable to get any compression. I removed the filter air box and
>> found one of the 4 bolts that holds the box to the servo missing. The bolt
>> heads were not drilled and I did not safety wire them. I don't know it the
>> instructions say to or not. So my diagnosis (as a physician I can tell you that
>> is half the cure) is that the bolt vibrated loose then stuck in the throttle
valve.
>> When I advanced the throttle the bolt went up the induction , past the intake
>> valve and into the cylinder where it did its damage. Obviously I will replace/
>> safety the bolts, remove and inspect/replace piston, cylinder, valves rods
>> etc. I will also scope the other cylinders. So I hope everyone has safeties
the
>> bolts.
>> Leon Everett
>>
>>
>>
>>
>> Read this topic online here:
>>
>> http://forums.matronics.com/viewtopic.php?p=394012#394012
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>
>
-----
No virus found in this message.
Checked by AVG - www.avg.com
________________________________________________________________________________
| Subject: | Re: Blown out Wheel pant |
| From: | "bill.peyton" <peyton.b(at)sbcglobal.net> |
Sean,
You don't happen to have a photo of your stiffeners do you?
Bill
--------
Bill
WA0SYV
Aviation Partners, LLC
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=394033#394033
________________________________________________________________________________
| From: | "Seano" <sean(at)braunandco.com> |
| Subject: | Re: Blown out Wheel pant |
I've had a lot of requests to take a picture next time my pants are off ;)
No seriously I'll get one next time.
----- Original Message -----
From: "bill.peyton" <peyton.b(at)sbcglobal.net>
Sent: Monday, February 11, 2013 6:03 AM
Subject: RV10-List: Re: Blown out Wheel pant
>
> Sean,
> You don't happen to have a photo of your stiffeners do you?
> Bill
>
> --------
> Bill
> WA0SYV
> Aviation Partners, LLC
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=394033#394033
>
>
>
>
>
>
>
>
>
>
________________________________________________________________________________
| From: | "Chris" <toaster73(at)embarqmail.com> |
| Subject: | Re: Rough engine |
I am glad to hear a root cause was identified and a safe landing was made.
This incident raised a curiosity in me regards to the safety wire. I have
checked my bolts in the last 50 hours and they are fine. They have safety
wire on them but when I removed the safety wire to remove the plate the
bolts were torqued and had plenty of break away torque. So the safety wire
in theory was not "doing anything".
Question is are we suffering from an inappropriate or non-existent torque
value or the need for an initial torque and then a follow-on torque at some
period? The idea being that a proper assembly procedure will never require
the services of the safety wire (although it would always be safetied).
-Chris
N919AR
-----Original Message-----
From: owner-rv10-list-server(at)matronics.com
[mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Leeverett
Sent: Sunday, February 10, 2013 8:12 PM
Subject: RV10-List: Re: Rough engine
I have a diagnosis for rough engine. I had flown the plane for 10 trouble
free hours. In the pattern the throttle stuck half open. I advanced full
throttle and it ran smoothly. About 10 seconds later the engine started
running rough. I landed uneventfully. Mag check rough on both mags. Throttle
action smooth. I did a compression check today. Cylinders 23456 all
76/80 or better. When I removed plug from #1 the electrode was severely
damaged. Unable to get any compression. I removed the filter air box and
found one of the 4 bolts that holds the box to the servo missing. The bolt
heads were not drilled and I did not safety wire them. I don't know it the
instructions say to or not. So my diagnosis (as a physician I can tell you
that is half the cure) is that the bolt vibrated loose then stuck in the
throttle valve.
When I advanced the throttle the bolt went up the induction , past the
intake valve and into the cylinder where it did its damage. Obviously I will
replace/ safety the bolts, remove and inspect/replace piston, cylinder,
valves rods etc. I will also scope the other cylinders. So I hope everyone
has safeties the bolts.
Leon Everett
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=394012#394012
________________________________________________________________________________
| From: | Linn <flying-nut(at)cfl.rr.com> |
| Subject: | Re: Rough engine |
On 2/11/2013 8:53 PM, Chris wrote:
>
> I am glad to hear a root cause was identified and a safe landing was made.
>
> This incident raised a curiosity in me regards to the safety wire. I have
> checked my bolts in the last 50 hours and they are fine. They have safety
> wire on them but when I removed the safety wire to remove the plate the
> bolts were torqued and had plenty of break away torque. So the safety wire
> in theory was not "doing anything".
Well, maybe it was. Safetied properly the bolt will not loosen due to
vibration. In the absence of safety wire ..... all bets are off. I
don't want to be the one to research the law of averages ....
> Question is are we suffering from an inappropriate or non-existent torque
> value or the need for an initial torque and then a follow-on torque at some
> period? The idea being that a proper assembly procedure will never require
> the services of the safety wire (although it would always be safetied).
Proper assembly requires proper torque and safety wire if there's any
way the parts being clamped can be worn or squished in operation. If
you absolutely don't want stuff to come apart ... use the safety wire.
All those nutplates or safety nuts you installed .... are subject to
fastener loosening due to vibration. Another good reason to have your
engine dynamically balanced.
Linn
> -Chris
>
> N919AR
________________________________________________________________________________
| From: | Danny Riggs <jdriggs49(at)msn.com> |
| Subject: | Re: Rough engine |
After seeing what one small bolt did to Leon's #1 cylinder I will make sure
that all my bolts within the airflow to the engine are safety wired and no
t rely on torque or torque seal to maintain the bolt grip. There is a lot o
f vibration on these engines and over a period of time it could loosen the
fillings in your mouth! :-)
> From: toaster73(at)embarqmail.com
> To: rv10-list(at)matronics.com
> Subject: RE: RV10-List: Re: Rough engine
> Date: Mon=2C 11 Feb 2013 20:53:19 -0500
>
>
> I am glad to hear a root cause was identified and a safe landing was made
.
>
> This incident raised a curiosity in me regards to the safety wire. I have
> checked my bolts in the last 50 hours and they are fine. They have safety
> wire on them but when I removed the safety wire to remove the plate the
> bolts were torqued and had plenty of break away torque. So the safety wir
e
> in theory was not "doing anything".
> Question is are we suffering from an inappropriate or non-existent torque
> value or the need for an initial torque and then a follow-on torque at so
me
> period? The idea being that a proper assembly procedure will never requir
e
> the services of the safety wire (although it would always be safetied).
> -Chris
>
> N919AR
>
> -----Original Message-----
> From: owner-rv10-list-server(at)matronics.com
> [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Leeverett
> Sent: Sunday=2C February 10=2C 2013 8:12 PM
> To: rv10-list(at)matronics.com
> Subject: RV10-List: Re: Rough engine
>
>
> I have a diagnosis for rough engine. I had flown the plane for 10 troubl
e
> free hours. In the pattern the throttle stuck half open. I advanced full
> throttle and it ran smoothly. About 10 seconds later the engine started
> running rough. I landed uneventfully. Mag check rough on both mags. Throt
tle
> action smooth. I did a compression check today. Cylinders 23456 all
> 76/80 or better. When I removed plug from #1 the electrode was severely
> damaged. Unable to get any compression. I removed the filter air box and
> found one of the 4 bolts that holds the box to the servo missing. The bol
t
> heads were not drilled and I did not safety wire them. I don't know it th
e
> instructions say to or not. So my diagnosis (as a physician I can tell yo
u
> that is half the cure) is that the bolt vibrated loose then stuck in the
> throttle valve.
> When I advanced the throttle the bolt went up the induction =2C past the
> intake valve and into the cylinder where it did its damage. Obviously I w
ill
> replace/ safety the bolts=2C remove and inspect/replace piston=2C cylinde
r=2C
> valves rods etc. I will also scope the other cylinders. So I hope everyon
e
> has safeties the bolts.
> Leon Everett
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=394012#394012
>
>
>
>
>
>
>
>
>
>
>
===========
===========
===========
===========
>
>
>
________________________________________________________________________________
| From: | Duane Wilson <aaa(at)pacifier.com> |
| Subject: | Placement and dimensions of access door for HW ER tanks |
I need some dimensions for the access door in each wingtip for the Hotel-Whiskey
extended range tanks.
The wings are 250 miles away, but the wing tips are on the table in front of me.
I marked the center of the fill cap position on the external surface of the wingtip,
but did not mark the outboard edge of the tank on the external surface.
Does anyone have access to the measurement from the outboard rib to the outboard
edge of the ER tank? Or, even easier, what is the distance from the edge of
the top aluminum skin to the outboard edge of the access door?
Thanks
dwilson
________________________________________________________________________________
| From: | "Dave Bowman" <davidbowman1(at)verizon.net> |
| Subject: | Re: Placement and dimensions of access door for HW ER tanks |
Duane,
I have the Hotel-Whiskey tanks installed in my 10 and the distances are:
>From the rib to the outside of the tank= 6 7/16 inches.
>From the edge of the top skin to the outboard edge of the door= 6 13/16
inches.
Can send pictures if you would like.
Dave Bowman
-----Original Message-----
From: Duane Wilson
Sent: Monday, February 11, 2013 6:55 PM
Subject: RV10-List: Placement and dimensions of access door for HW ER tanks
I need some dimensions for the access door in each wingtip for the
Hotel-Whiskey extended range tanks.
The wings are 250 miles away, but the wing tips are on the table in front of
me.
I marked the center of the fill cap position on the external surface of the
wingtip, but did not mark the outboard edge of the tank on the external
surface.
Does anyone have access to the measurement from the outboard rib to the
outboard edge of the ER tank? Or, even easier, what is the distance from
the edge of the top aluminum skin to the outboard edge of the access door?
Thanks
dwilson
________________________________________________________________________________
| From: | Bill Watson <Mauledriver(at)nc.rr.com> |
| Subject: | Re: Measuring Aileron Height - was Pesky heavy left wing |
I've been trying to fix a heavy left wing as well. After doing a
number of things and having some success, I'm going back to the
beginning with the wings. I've lined up the flaps so that 1) they are
even with the bottom of the fuse and 2) They have the same angular
relationship to the the wing skins in the reflex position (used a
digital level).
I'm now looking at the aileron height and believe that my left aileron
may be a slightly higher than my right but I can't figure out how to
confirm that. Carl said, "check the aileron height (compare left/right
at inboard and outboard attach points using a straight edge running aft
off the wing)" but I can't quite figure out how to do that. Where does
the straight edge lie and what are you measuring alignment with?
Any insight here is appreciated.
Thanks all for posting your work here. And I did go to the RV8 list
looking for same.
Bill "thinking he probably should just re-attach the trim servo and
leave it all alone" Watson
On 1/26/2013 6:48 PM, Carl Froehlich wrote:
>
> Recommend first rigging the flaps to be exactly correct - both flush
> with the underside of the fuselage. From there start your other
> rigging checks. Hopefully this will get you on the right path. If
> you find you do have a twisted flap, then don't rig the aileron
> tailing edge to be in line with the offending flap. Rig the ailerons
> using a straight edge such that they match. This will mitigate a
> twisted flap problem.
>
> Below are a couple of earlier posts I made on rigging that you may
> find useful.
>
> Carl
>
> 60 hours on the RV-10 and one long cross country. Here are some
> recent tweaks that I've incorporated:
>
> -Added a .063" shim under the forward HS spar. This moved the
> elevators to a better trail position in cruise. I had a .040" shim in
> for 10 hours or so. It helped but was not quite enough. Even with
> this larger shim I have more nose up trim authority than I will ever
> need. With anything other than forward CG conditions however the
> elevators are still slightly trailing edge down. This calls for a
> larger shim but the .063" is about all I want to do for now as more
> may force an empennage fairing adjustment and/or re-hanging the
> rudder. For those wondering, my W&B is typical of other RV-10s.
>
> -Right wing slightly heavy. Not so bad that aileron trim would not
> fix, but not right. After some careful measurements I found the right
> aileron inboard hinge placed the aileron slightly high (as compared to
> the outboard hinge and the left aileron). I lowered the inboard side
> of the aileron .032" or so and this resolved the wing heavy issue.
>
> -Ball not centered. I chased my tail on this for some time. With the
> wheel pants and gear leg fairing off the ball is dead center. Various
> tweaks on the pants and fairings either had the ball out left or
> right. After several tries it is now dead center (and just finished
> final pant and fairing paint today). Some take-aways for those working
> this issue:
>
> oThe fairing adjustments are far more critical than the wheel pants at
> affecting the ball. Set the wheel pants as close as possible, then
> make all adjustments to the fairings after that.
>
> oThe Van's instructions lead you to think you can mount the wheel
> pants with the plane on the gear. I don't recommend this.
>
> oYou can never be too accurate setting up to check the fairing rig. A
> 1/16" move of the fairings trailing edge equals ball or so.
>
> -Don't paint the pants or fairings until after you are flying.
>
> -Add the "reinforcement glass" to the nose gear wheel pant (there was
> a recent thread on this). After mine cracked, I added two layers of
> carbon fiber to the inside, ground out the crack and filled it in with
> flox, sanded then two layers of regular glass on the outside over the
> crack. This was followed by the normal "micro-balloon and sand until
> you puke" routine.
>
> As already mentioned, check the aileron height (compare left/right at
> inboard and outboard attach points using a straight edge running aft
> off the wing). A very small difference between aileron heights will
> make a big difference -- and just how heavy the wing is will be
> dependent on speed. I found this problem in several heavy wing RVs,
> including my RV-8A. Moving the offending attachment point completely
> solve my problem on the 8A.
>
> Other things to look at:
>
> -Do not assume that if the ailerons (in neutral position) are even
> with the flaps (in reflex position) that they are rigged correctly as
> there may be a slight twist in the flap. Put the flaps in the reflex
> position, clamp one aileron to the flap, then compare using a straight
> edge running aft off the wing the two ailerons deflection. If there
> is a difference, adjust the push rods until they are exactly the same.
>
> -Do the same straight edge measurement on the flaps to compare. If
> you do have a slight twist in a flap, I would expect that you can
> compensate for it if the ailerons are symmetrically rigged as they
> provide the higher moment arm.
>
> -Once you have the ailerons at the same deflection, then look at the
> wingtips. When building the wingtips you can move the wingtip tailing
> edge up or down a good quarter of an inch when fitting the aft rib.
>
> Of note, the easy tone in Van's instructions on rigging the aircraft
> never seemed right for me. After chasing my tail on a heavy wing I
> went back to basics as discussed above and found the small difference
> in aileron mount height. Rigging is a big deal -- and something that
> few will get right on the first attempt.
>
> -----Original Message-----
> From: owner-rv10-list-server(at)matronics.com
> [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of hotwheels
> Sent: Saturday, January 26, 2013 5:16 PM
> To: rv10-list(at)matronics.com
> Subject: RV10-List: Pesky heavy left wing
>
> >
>
> I noted the presence of a heavy left wing since first flight nearly a
> month ago. My rudder is a bit off, but even when the ball is centered,
> there's a roll moment that cannot be ignored.
>
> During my build it was pointed out that one flap didn't match the
> other. That is, there is a twist. Now that the plane is flying I don't
> recall which is which (figures). I'm thinking this should be addressed
> first before going down the path of adding trim wedges or adjusting
> ailerons. Incidentally, I notice any roll when flaps are at 1/2 or
> full down positions. Hmmmm.
>
> Looking at each flap at reflex, I can see that one of the inboard
> edges is flush with the underside of the fuse while the other is above
> the underside edge. Can someone who's flying maybe chime in as to what
> the "normal" position might be? Maybe a photo or two of the inboard
> edge would help?
>
> Other than the roll, I'm finding the -10 is really fun to fly!
>
> Thanks,
>
> Jay
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=393092#393092
>
> http://www.matronics.com/Navigator?RV10-List
>
> http://forums.matronics.com
>
> http://www.matronics.com/contribution
>
> *
>
>
> *
>
> No virus found in this message.
> Checked by AVG - www.avg.com <http://www.avg.com>
>
________________________________________________________________________________
| Subject: | Re: Measuring Aileron Height - was Pesky heavy left wing |
| From: | Rob Kochman <rv10rob(at)gmail.com> |
I know this has been brought up before, but don't you need to have the
flaps all the way up against the spar in the reflex position to avoid
stressing the flap actuation system in cruise?
On Wed, Feb 13, 2013 at 11:43 AM, Bill Watson wrote
:
> I've been trying to fix a heavy left wing as well. After doing a
> number of things and having some success, I'm going back to the beginning
> with the wings. I've lined up the flaps so that 1) they are even with th
e
> bottom of the fuse and 2) They have the same angular relationship to the
> the wing skins in the reflex position (used a digital level).
>
> I'm now looking at the aileron height and believe that my left aileron ma
y
> be a slightly higher than my right but I can't figure out how to confirm
> that. Carl said, "check the aileron height (compare left/right at
> inboard and outboard attach points using a straight edge running aft off
> the wing)" but I can't quite figure out how to do that. Where does the
> straight edge lie and what are you measuring alignment with?
>
> Any insight here is appreciated.
>
> Thanks all for posting your work here. And I did go to the RV8 list
> looking for same.
>
> Bill "thinking he probably should just re-attach the trim servo and leave
> it all alone" Watson
>
> On 1/26/2013 6:48 PM, Carl Froehlich wrote:
>
> Recommend first rigging the flaps to be exactly correct - both flush
> with the underside of the fuselage. From there start your other rigging
> checks. Hopefully this will get you on the right path. If you find you
do
> have a twisted flap, then don=92t rig the aileron tailing edge to be in l
ine
> with the offending flap. Rig the ailerons using a straight edge such tha
t
> they match. This will mitigate a twisted flap problem.****
>
> ** **
>
> Below are a couple of earlier posts I made on rigging that you may find
> useful.****
>
> ** **
>
> Carl****
>
> ** **
>
> 60 hours on the RV-10 and one long cross country. Here are some recent
> tweaks that I=92ve incorporated:****
>
> - Added a .063=94 shim under the forward HS spar. This moved th
e
> elevators to a better trail position in cruise. I had a .040=94 shim in
for
> 10 hours or so. It helped but was not quite enough. Even with this larg
er
> shim I have more nose up trim authority than I will ever need. With
> anything other than forward CG conditions however the elevators are still
> slightly trailing edge down. This calls for a larger shim but the .063
=94 is
> about all I want to do for now as more may force an empennage fairing
> adjustment and/or re-hanging the rudder. For those wondering, my W&B is
> typical of other RV-10s.****
>
> - Right wing slightly heavy. Not so bad that aileron trim would
> not fix, but not right. After some careful measurements I found the righ
t
> aileron inboard hinge placed the aileron slightly high (as compared to th
e
> outboard hinge and the left aileron). I lowered the inboard side of the
> aileron .032=94 or so and this resolved the wing heavy issue.****
>
> - Ball not centered. I chased my tail on this for some time.
> With the wheel pants and gear leg fairing off the ball is dead center.
> Various tweaks on the pants and fairings either had the ball =BD out left
or
> right. After several tries it is now dead center (and just finished fina
l
> pant and fairing paint today). Some take-aways for those working this
> issue:****
>
> o The fairing adjustments are far more critical than the wheel pants at
> affecting the ball. Set the wheel pants as close as possible, then make
> all adjustments to the fairings after that.****
>
> o The Van=92s instructions lead you to think you can mount the wheel
> pants with the plane on the gear. I don=92t recommend this.****
>
> o You can never be too accurate setting up to check the fairing rig. A
> 1/16=94 move of the fairings trailing edge equals =BC ball or so.****
>
> - Don=92t paint the pants or fairings until after you are flying
.**
> **
>
> - Add the =93reinforcement glass=94 to the nose gear wheel pant
> (there was a recent thread on this). After mine cracked, I added two
> layers of carbon fiber to the inside, ground out the crack and filled it
in
> with flox, sanded then two layers of regular glass on the outside over th
e
> crack. This was followed by the normal =93micro-balloon and sand until y
ou
> puke=94 routine.****
>
> ** **
>
> As already mentioned, check the aileron height (compare left/right at
> inboard and outboard attach points using a straight edge running aft off
> the wing). A very small difference between aileron heights will make a b
ig
> difference ' and just how heavy the wing is will be dependent on speed.
I
> found this problem in several heavy wing RVs, including my RV-8A. Moving
> the offending attachment point completely solve my problem on the 8A.****
>
> ** **
>
> Other things to look at:****
>
> - Do not assume that if the ailerons (in neutral position) are
> even with the flaps (in reflex position) that they are rigged correctly a
s
> there may be a slight twist in the flap. Put the flaps in the reflex
> position, clamp one aileron to the flap, then compare using a straight ed
ge
> running aft off the wing the two ailerons deflection. If there is a
> difference, adjust the push rods until they are exactly the same. ****
>
> - Do the same straight edge measurement on the flaps to
> compare. If you do have a slight twist in a flap, I would expect that yo
u
> can compensate for it if the ailerons are symmetrically rigged as they
> provide the higher moment arm.****
>
> - Once you have the ailerons at the same deflection, then look
> at the wingtips. When building the wingtips you can move the wingtip
> tailing edge up or down a good quarter of an inch when fitting the aft ri
b.
> ****
>
> ** **
>
> Of note, the easy tone in Van=92s instructions on rigging the aircraft ne
ver
> seemed right for me. After chasing my tail on a heavy wing I went back t
o
> basics as discussed above and found the small difference in aileron mount
> height. Rigging is a big deal ' and something that few will get right
on
> the first attempt.****
>
> ** **
>
> ** **
>
> -----Original Message-----
> From: owner-rv10-list-server(at)matronics.com [
> mailto:owner-rv10-list-server(at)matronics.com]
> On Behalf Of hotwheels
> Sent: Saturday, January 26, 2013 5:16 PM
> To: rv10-list(at)matronics.com
> Subject: RV10-List: Pesky heavy left wing****
>
> ** **
>
*
>
> ** **
>
> I noted the presence of a heavy left wing since first flight nearly a
> month ago. My rudder is a bit off, but even when the ball is centered,
> there's a roll moment that cannot be ignored. ****
>
> ** **
>
> During my build it was pointed out that one flap didn't match the other.
> That is, there is a twist. Now that the plane is flying I don't recall
> which is which (figures). I'm thinking this should be addressed first
> before going down the path of adding trim wedges or adjusting ailerons.
> Incidentally, I notice any roll when flaps are at 1/2 or full down
> positions. Hmmmm.****
>
> ** **
>
> Looking at each flap at reflex, I can see that one of the inboard edges i
s
> flush with the underside of the fuse while the other is above the undersi
de
> edge. Can someone who's flying maybe chime in as to what the "normal"
> position might be? Maybe a photo or two of the inboard edge would help?**
*
> *
>
> ** **
>
> Other than the roll, I'm finding the -10 is really fun to fly!****
>
> ** **
>
> Thanks,****
>
> Jay****
>
> ** **
>
> ** **
>
> ** **
>
> ** **
>
> Read this topic online here:****
>
> ** **
>
> http://forums.matronics.com/viewtopic.php?p=393092#393092****
>
> ** **
>
> ** **
>
> ** **
>
> ** **
>
> ** **
>
> ** **
>
> ** **
>
> http://www.matronics.com/Navigator?RV10-List****
>
> http://forums.matronics.com****
>
> http://www.matronics.com/contribution****
>
> ** **
>
> ** **
>
> ** **
>
> *
>
> *
>
> No virus found in this message.
> Checked by AVG - www.avg.com
> 01/26/13
>
>
> *
>
===========
===========
===========
===========
> *
>
>
--
Rob Kochman
RV-10 Flying since March 2011
Woodinville, WA
http://kochman.net/N819K
________________________________________________________________________________
| From: | "Carroll L. Verhage" <cv93436(at)windstream.net> |
| Subject: | IO 540 fuel preasure |
IO 540-D Lycoming engines require only -2 to 35 psi fuel preasure to
inlet of engine driven fule pump to opperate. Go to "getbookee.org".
Select Lycoming 540 owners manual. Click on Operators Manual. Click
Download. Scroll down to manual page 3-11. You can down load and print
the complete manual if you want for any of the Lycoming 540's.
________________________________________________________________________________
| Subject: | Re: Measuring Aileron Height - was Pesky heavy left wing |
| From: | "Bob Turner" <bobturner(at)alum.rpi.edu> |
1. Yes, the flaps should rest against the aft spar in the full up position.
2. With the aileron in neutral position, lay a 6" straight edge in a fore-aft direction,
half on the wing and half on the aileron (do this both at the inboard
and outboard aileron ends). The aileron should just barely touch the straight
edge, when it's flat along the wing.
My experience was that this was a very sensitive measurement. I had an obviously
heavy left wing (I didn't quantify it any more than that), and it was 80% fixed
by lowering the outboard attachment by 1/32" or 1/16". I'm sure another 1/32"
would fix it entirely. But it now is at the point where 15 minutes of fuel
burn from the left tank fixes it, too, so it's not a high priority.
--------
Bob Turner
RV-10 QB
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=394233#394233
________________________________________________________________________________
| Subject: | Re: Measuring Aileron Height - was Pesky heavy left wing |
| From: | "johngoodman" <johngoodman(at)earthlink.net> |
Just to muddy the water further, perhaps the wing tips is the problem - if the
port one's trailing edge bends up a little, or the starboard one bends down, that
would create a heavy left wing, as well.
John
--------
#40572 Phase One complete and flying.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=394257#394257
________________________________________________________________________________
| From: | Bill Watson <Mauledriver(at)nc.rr.com> |
| Subject: | Re: Measuring Aileron Height - was Pesky heavy left wing |
Doesn't muddy things here. I know that my wing tips are contributing to
the heavy wing. I decided to start at the beginning and work towards
the tips. That is, get the flaps lined up, check aileron heights and
adjust if required, get ailerons in trail with flaps, check wing tips
and (ugh) adjust if required.
Bill "just wants to be sane at end of this trimming thing" Watson
On 2/14/2013 8:51 AM, johngoodman wrote:
>
> Just to muddy the water further, perhaps the wing tips is the problem - if the
port one's trailing edge bends up a little, or the starboard one bends down,
that would create a heavy left wing, as well.
> John
>
>
________________________________________________________________________________
| Subject: | Re: Blown out Wheel pant |
| From: | "nukeflyboy" <flymoore(at)charter.net> |
Sean,
You are not alone. The same thing happened to me. The clearance on one side was
too small, about finger thickness, and the tire grabbed it. This can happen
without much notice either - I found it on a preflight. Don McDonald had cautioned
me about the minimal clearance and I filed it away for a future fix.
I was getting ready for my first flight and didn't want anything else in the way
at the moment. Then I forgot about it. Bit me around 70 hours.
I keep my mains at 42 pounds.
--------
Dave Moore
RV-6 flying
RV-10 QB - flying
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=394348#394348
________________________________________________________________________________
| From: | Bruce Johnson <bruce1hwjohnson(at)yahoo.com> |
| Subject: | Re: Gear leg stiffeners |
Mine is about 45 mph on take off and landing, taxi is fine. And it shakes,
I almost aborted my take off this morning. When I first started flying it I
had heard about the slow leaks of the Van's tire and tried putting slime i
n them, that was fun. About 35 to 50 it gave a very interesting ride, needl
ess to say taking the slime out was way harder than putting it in. Lesson l
earned=C2-=0A=0A=0A________________________________=0A From: Pascal <rv10
flyer(at)live.com>=0ATo: rv10-list(at)matronics.com =0ASent: Friday, February 15,
2013 2:13 PM=0ASubject: Re: RV10-List: Gear leg stiffeners=0A =0A=0ABruce;
=0AI just had the same situation last week. I added some air to the front t
ire =0Aand verified the torque was right on the fork nut, but for some reas
on the plane =0Ashakes at a certain speed when I taxi now. I thought it was
the taxiway, but =0Athan it occurred to me that I have been over the same
taxiway in the past =0Awithout an issue, so I don=99t know why it doe
s it now, no issue on takeoff or =0Alanding, only when I do a taxi at a job
pace.=0A=C2-=C2-=0AFrom: Bruce Johnson =0ASent: Friday, February 15, 2
013 1:04 PM=0ATo: rv10-list(at)matronics.com =0ASubject: Re: RV10-List: Gear l
eg stiffeners=0A=C2- I'll double check, but it surefelt =0Alike it was th
e mains. Like I said never happened before =0A=C2-=0A=0A_________________
_______________=0A From: Linn =0A<flying-nut(at)cfl.rr.com>=0ATo: rv10-list@ma
tronics.com =0ASent: Friday, February 15, 2013 1:33 =0APM=0ASubject: Re: RV
10-List: Gear =0Aleg stiffeners=0A=0A=C2-=0AYou might have nosegear shimm
y ..... easy =0Afor someone on the ground to see.=C2- If so, just tighten
up the nose fork nut =0Aso that a spring scale reads 25-30 Lbs when pulled
at the axle.=C2- You may =0Aneed to add Belleville washers for more damp
ening.=C2- The washers 'wear in' a =0Alittle after initial tightening.=0A
Linn=0A=0A=0AOn 2/15/2013 3:24 PM, Bruce =0AJohnson wrote:=0A=0ADoes anybo
dy have a picture handy of the wood stiffeners I have heard about?? I have
got 87 hrs on 151BJ and have never had a problem until today. Full fuel,
two 200lb guys and wow what a shake. I dropped my passenger and still had a
shake and then landed without one. Took off again and it was just a minut
e shake, landed with none. Weirdafter all these take offs and landings fo
r it to start now. I am going to pull the fairings off and check for other
things, but while I am at it I might put the stiffeners on. Thanks in adv
ance =0A>=0A>=0A>Do not archive=0A>Bruce Johnson=0A>No virus found in thi
s message.=0A>Checked =0A by AVG - www.avg.com=0A>02/15/13=0A=0A< font>=0A
=0A=0Ahref="http://www.matronics.com/Navigator?RV10-List">http://www.matr
onics.com/Navigator?RV10-List=0Ahref="http://forums.matronics.com">http:/
/forums.matronics.com=0Ahref="http://www.matronics.com/contribution">http
====================
________________________________________________________________________________
| Subject: | Baggage Area Weight |
| From: | "Bob Turner" <bobturner(at)alum.rpi.edu> |
The paperwork from Vans that came with my final kit recommended a maximum of 150
lbs in the baggage area.
But I see Vans' web site now says 100 lbs maximum.
Anyone know when this change happened? Or why?
Bob
--------
Bob Turner
RV-10 QB
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=394373#394373
________________________________________________________________________________
| Subject: | Re: Gear leg stiffeners |
| From: | "Lew Gallagher" <lewgall(at)charter.net> |
Hey RV10flyer,
Another thought on your slow taxi shake ... have you checked to see if one of your
brake pads is dragging? Warped rotor? Flat spot on tire (landed with brake
on)? I found that sometimes the right brake pedal on the co-pilot's side wasn't
totally releasing, causing that brake to drag (others have solved this with
springs or re-drilling the brake pedal hinge rod holes to free it up). To
test, you have to jack it up and spin it by hand. It just takes a tiny bit of
the pedal not returning to cause this since there is a release bypass in the
last bit of piston travel.
Later, - Lew
[quote="rv10flyer(at)live.com"]Bruce;
I just had the same situation last week. I added some air to the front tire and
verified the torque was right on the fork nut, but for some reason the plane
shakes at a certain speed when I taxi now. I thought it was the taxiway, but
than it occurred to me that I have been over the same taxiway in the past
without an issue, so I dont know why it does it now, no issue on takeoff or landing,
only when I do a taxi at a job pace.
--------
non-pilot
crazy about building
NOW OFICIALLY BUILDER #40549
Fly off completed !
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=394378#394378
________________________________________________________________________________
| From: | Robin Marks <robin(at)PaintTheWeb.com> |
RV List
I recently posted a First Flight on the Vans site and VAF. I thought I woul
d share it with those on this list that didn't already know about 85.
Robin
http://www.vansairforce.com/community/showthread.php?p=744277
http://www.vansaircraft.com/public/first-flights.htm
More photos can be seen at:
http://www.painttheweb.com/painttheweb/RV-8A/
HD Video can be seen at:
http://www.youtube.com/watch?v=GJ912gZyQ0U&feature=share&list=UU33RvU
l-OACUdX3XIljn26w
________________________________________________________________________________
| From: | Matt Dralle <dralle(at)matronics.com> |
| Subject: | Re: N880EE Exposed |
At 07:59 PM 2/15/2013 Friday, Robin Marks wrote:
>RV List
>I recently posted a First Flight on the Vans site and VAF. I thought I would share
it with those on this list that didnt already know about 85.
>Robin
>
>
><http://www.vansairforce.com/community/showthread.php?p=744277>http://www.vansairforce.com/community/showthread.php?p=744277
>
>http://www.vansaircraft.com/public/first-flights.htm
>
>
>More photos can be seen at:
><http://www.painttheweb.com/painttheweb/RV-8A/>http://www.painttheweb.com/painttheweb/RV-8A/
>
>HD Video can be seen at:
><http://www.youtube.com/watch?v=GJ912gZyQ0U&feature=share&list=UU33RvUl-OACUdX3XIljn26w>http://www.youtube.com/watch?v=GJ912gZyQ0U&feature=share&list=UU33RvUl-OACUdX3XIljn26w
>
VERY nice, Robin! Your workmanship is exquisite thorough out. Love the instrument
panel! The paint-job quality looks absolutely fantastic. Who did the paint
and airbrush work?
Well done!
-
Matt Dralle
RV-8 #82880 N998RV "Ruby Vixen"
http://www.mattsrv8.com - Matt's Complete RV-8 Construction Log
http://www.mattsrv8.com/Mishap - Landing Mishap Rebuild Log
http://www.youtube.com/MattsRV8 - Matt's RV-8 HDTV YouTube Channel
Status: 172+ Hours TTSN - Rebuilding Fuselage After Landing Mishap...
RV-6 #20916 N360EM "The Flyer"
http://www.mattsrv6.com - Matt's RV-6 Revitalization Log
Status: 140+ Hours Since Purchase - Upgrades Complete; Now In Full Flyer Mode
________________________________________________________________________________
| From: | "Pascal" <rv10flyer(at)live.com> |
| Subject: | Re: N880EE Exposed |
nice job with the plane Robin! look forward to seeing it in person soon!
Pascal
From: Robin Marks
Sent: Friday, February 15, 2013 7:59 PM
Subject: RV10-List: N880EE Exposed
RV List
I recently posted a First Flight on the Vans site and VAF. I thought I
would share it with those on this list that didn=99t already know
about 85.
Robin
http://www.vansairforce.com/community/showthread.php?p=744277
http://www.vansaircraft.com/public/first-flights.htm
More photos can be seen at:
http://www.painttheweb.com/painttheweb/RV-8A/
HD Video can be seen at:
http://www.youtube.com/watch?v=GJ912gZyQ0U&feature=share&list=UU33R
vUl-OACUdX3XIljn26w
________________________________________________________________________________
| Subject: | Re: Baggage Area Weight |
| From: | "rv10flyer" <wayne.gillispie(at)gmail.com> |
Mine is 100 lbs. Finished 12/1/11. I would go past aft limit anyway with my aux
battery PC680 and main 925L in the back. No idea on when the change occurred.
--------
Wayne G.
SB 12/01/2009-12/01/2011
TT= 97.6
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=394397#394397
________________________________________________________________________________
| Subject: | Re: Gear leg stiffeners |
| From: | "rv10flyer" <wayne.gillispie(at)gmail.com> |
Occasionally I get a nose wheel fore-aft shimmy around 15 kts GS. If my plane sits
in one place more than 10 days, Van's tires get flat spots which can induce
resonance in the round gear legs. I know my tires are out of round by 1/4" and
have Desser retreads in stock when I get a few more hours on these.
Fly more.
--------
Wayne G.
SB 12/01/2009-12/01/2011
TT= 97.6
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=394398#394398
________________________________________________________________________________
| From: | Rob Kermanj <flysrv10(at)gmail.com> |
anyone has used the static port fitting from Cleveland Tools http://www.cleavelandtool.com/prodinfo.asp?number=SPF140#.UR9keKUhdic?
if so, any idea if they are accurate?
Thanks
Rob.
________________________________________________________________________________
| From: | Don McDonald <building_partner(at)yahoo.com> |
| Subject: | Re: Gear leg stiffeners |
Bruce, it's not Van's tire, it's the tubes.=C2- Spend the bucks and get L
eak Stop tubes.
Don McDonald
--- On Fri, 2/15/13, Bruce Johnson wrote:
From: Bruce Johnson <bruce1hwjohnson(at)yahoo.com>
Subject: Re: RV10-List: Gear leg stiffeners
Date: Friday, February 15, 2013, 3:33 PM
Mine is about 45 mph on take off and landing, taxi is fine. And it shakes,
I almost aborted my take off this morning. When I first started flying it I
had heard about the slow leaks of the Van's tire and tried putting slime i
n them, that was fun. About 35 to 50 it gave a very interesting ride, needl
ess to say taking the slime out was way harder than putting it in. Lesson l
earned=C2-
From: Pascal <rv10flyer(at)live.com>
To: rv10-list(at)matronics.com
=0A Sent: Friday, February 15, 2013 2:13 PM
Subject: Re: RV10-List: Gear leg stiffeners
=0A=0A=0A=0A=0ABruce;=0AI just had the same situation last week. I added so
me air to the front tire =0Aand verified the torque was right on the fork n
ut, but for some reason the plane =0Ashakes at a certain speed when I taxi
now. I thought it was the taxiway, but =0Athan it occurred to me that I hav
e been over the same taxiway in the past =0Awithout an issue, so I don
=99t know why it does it now, no issue on takeoff or =0Alanding, only wh
en I do a taxi at a job pace.=0A=C2-=0A=0A=0A=C2-=0A=0AFrom: Bruce John
son =0ASent: Friday, February 15, 2013 1:04 PM=0ATo: rv10-list(at)matronics.co
m =0ASubject: Re: RV10-List: Gear leg stiffeners=0A=C2-=0A=0A=0AI'll doub
le check, but it sure felt =0Alike it was the mains. Like I said never happ
ened before =0A=C2-=0A=0A=0A=0A=0AFrom: Linn =0A<flying-nut(at)cfl.rr.com>
Sent: Friday, February 15, 2013 1:33 =0APM
Subject: Re: RV10-List: Gear =0Aleg stiffeners
=0A=C2-=0A=0A=0AYou might have nosegear shimmy ..... easy =0Afor someone
on the ground to see.=C2- If so, just tighten up the nose fork nut =0Aso
that a spring scale reads 25-30 Lbs when pulled at the axle.=C2- You may
=0Aneed to add Belleville washers for more dampening.=C2- The washers 'we
ar in' a =0Alittle after initial tightening.
Linn
On 2/15/2013 3:24 PM, Bruce =0AJohnson wrote:
=0A=0A =0A Does =0A anybody have a picture handy of the wood stiffeners
I have heard about?? I =0A have got 87 hrs on 151BJ and have never had a p
roblem until today. Full fuel, =0A two 200lb guys and wow what a shake. I
dropped my passenger and still had a =0A shake and then landed without one
. Took off again and it was just a minute =0A shake, landed with none. Wei
rd after all these take offs =0A and landings for it to start now. I am go
ing to pull the fairings off and =0A check for other things, but while I a
m at it I might put the stiffeners on. =0A Thanks in advance =0A
=0A Do not =0A archive=0A Bruce =0A Johnson=0A=0A=0A=0A No virus found
in this message.
Checked =0A by AVG - www.avg.com
02/15/13
< font>
=0A=0Ahref="http://www.matronics.com/Navigator?RV10-List">http://www.matr
onics.com/Navigator?RV10-List=0Ahref="http://forums.matronics.com">http:/
/forums.matronics.com=0Ahref="http://www.matronics.com/contribution">http
://www.matronics.com/c=0A=0A=0A=0A http://www.matronics.com/Navi="_blank"
==============0A=0A
________________________________________________________________________________
| From: | Don McDonald <building_partner(at)yahoo.com> |
| Subject: | Re: Baggage Area Weight |
It's really a non-issue anyway.... unless you're loading steel or lead back
there, you'll run out of room before you exceed either weight limit.- Th
e baggage area can easily support 200+ pounds...... having spent some time
back there myself...(during the build!). it's more of a weight and balance
safety concern.
--- On Fri, 2/15/13, Bob Turner wrote:
From: Bob Turner <bobturner(at)alum.rpi.edu>
Subject: RV10-List: Baggage Area Weight
Date: Friday, February 15, 2013, 3:45 PM
The paperwork from Vans that came with my final kit recommended a maximum o
f 150 lbs in the baggage area.
But I see Vans' web site now says 100 lbs maximum.
Anyone know when this change happened? Or why?
Bob
--------
Bob Turner
RV-10 QB
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=394373#394373
le, List Admin.
________________________________________________________________________________
| From: | "johngoodman" <johngoodman(at)earthlink.net> |
Don't see why it wouldn't. Looks fine to me.
John
--------
#40572 Phase One complete and flying.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=394404#394404
________________________________________________________________________________
| Subject: | Re: The Harbor Freight 2 Ton Shop Crane |
| From: | "johngoodman" <johngoodman(at)earthlink.net> |
Two Ton Crane? I thought they were One Ton Cranes - 2000 pounds.
John
--------
#40572 Phase One complete and flying.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=394405#394405
________________________________________________________________________________
| From: | "Pascal" <rv10flyer(at)live.com> |
| Subject: | Re: Gear leg stiffeners |
sounds like the situation I was in, hadn't flown in weeks. and it was about
15 kts when it started.
I guess I need to go taxi around and get it all rounded out again!
Thanks for the feedback!
-----Original Message-----
From: rv10flyer
Sent: Friday, February 15, 2013 9:57 PM
Subject: RV10-List: Re: Gear leg stiffeners
Occasionally I get a nose wheel fore-aft shimmy around 15 kts GS. If my
plane sits in one place more than 10 days, Van's tires get flat spots which
can induce resonance in the round gear legs. I know my tires are out of
round by 1/4" and have Desser retreads in stock when I get a few more hours
on these.
Fly more.
--------
Wayne G.
SB 12/01/2009-12/01/2011
TT= 97.6
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=394398#394398
________________________________________________________________________________
| Subject: | Re: N880EE Exposed |
| From: | Rick Lark <larkrv10(at)gmail.com> |
Looking good Robin. Are goinf g to bring the -8 to SnF or Oshkosh?
Rick
On Fri, Feb 15, 2013 at 10:59 PM, Robin Marks wrote
:
> RV List****
>
> I recently posted a First Flight on the Vans site and VAF. I thought I
> would share it with those on this list that didn=92t already know about 8
5.
> ****
>
> Robin****
>
> ** **
>
> ** **
>
> http://www.vansairforce.com/community/showthread.php?p=744277****
>
> ** **
>
> http://www.vansaircraft.com/public/first-flights.htm****
>
> ** **
>
> *More photos can be seen at:*
> http://www.painttheweb.com/painttheweb/RV-8A/****
>
> *HD Video can be seen at:*
>
> http://www.youtube.com/watch?v=GJ912gZyQ0U&feature=share&list=UU33R
vUl-OACUdX3XIljn26w
> ****
>
> ** **
>
> *
>
===========
===========
===========
===========
> *
>
>
________________________________________________________________________________
| From: | Robin Marks <robin(at)PaintTheWeb.com> |
| Subject: | Re: N880EE Exposed |
Not SnF for sure. Schedule does not allow it this year. OSH is a possibilit
y but the 10 is so much more comfortable and if I go I may bring some frien
ds which again means the 10 so the answer is I don't really know just yet.
The up side is if I do bring the 10 people can check out my Showplanes cowl
. My 2013 calendar is loading up quickly.
Hope to be at OSH 13 with 2 seats or 4,
Robin
Rick Lark wrote:
Looking good Robin. Are goinf g to bring the -8 to SnF or Oshkosh?
Rick
On Fri, Feb 15, 2013 at 10:59 PM, Robin Marks > wrote:
RV List
I recently posted a First Flight on the Vans site and VAF. I thought I woul
d share it with those on this list that didn=92t already know about 85.
Robin
http://www.vansairforce.com/community/showthread.php?p=744277
http://www.vansaircraft.com/public/first-flights.htm
More photos can be seen at:
http://www.painttheweb.com/painttheweb/RV-8A/
HD Video can be seen at:
http://www.youtube.com/watch?v=GJ912gZyQ0U&feature=share&list=UU33RvU
l-OACUdX3XIljn26w
get="_blank">http://www.matronics.com/Navigator?RV10-List
tp://forums.matronics.com
_blank">http://www.matronics.com/contribution
________________________________________________________________________________
| From: | "Carlos Trigo" <trigo(at)mail.telepac.pt> |
| Subject: | Airspeed Indicator |
Guys
We are going to install an Airspeed Indicator from Van's as a back-up in our
instrument panel.
Those of you who also have one ASI in your panel, which one did you choose,
with the Knots in the inner scale or the outer scale?
Carlos
________________________________________________________________________________
| From: | Robin Marks <robin(at)PaintTheWeb.com> |
| Subject: | Airspeed Indicator |
Carlos,
On my 8A I installed the 3.125" Gemini EFIS with its own small backup batte
ry supply (not the TT battery we used the TCW unit). Instead of just giving
Airspeed you get a full 6 pack plus more in the unit. Works great and a so
lution for a lot of info in a small format. No way would I use individual c
omponents at this point in avionics development.
Robin
http://www.trutrakflightsystems.com/products/Gemini_PFD.html
[Gemini ADI]
From: owner-rv10-list-server(at)matronics.com [mailto:owner-rv10-list-server@m
atronics.com] On Behalf Of Carlos Trigo
Sent: Saturday, February 16, 2013 9:13 AM
Subject: RV10-List: Airspeed Indicator
Guys
We are going to install an Airspeed Indicator from Van's as a back-up in ou
r instrument panel.
Those of you who also have one ASI in your panel, which one did you choose,
with the Knots in the inner scale or the outer scale?
Carlos
________________________________________________________________________________
| From: | davidsoutpost(at)comcast.net |
| Subject: | Re: Airspeed Indicator |
________________________________________________________________________________
| Subject: | Mounting PC680 on firewall |
| From: | "rvdave" <davidbf(at)centurytel.net> |
Looking to mount second battery on firewall with aluminum tray from Hawker. Thinking
about letting bottom of tray/battery rest on engine mount with baffle material
on mount. Anyone foresee a problem or better location?
--------
Dave Ford
RV6 flying
RV10 building
Cadillac, MI
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=394420#394420
Attachments:
http://forums.matronics.com//files/battery_b_948.jpg
http://forums.matronics.com//files/battery_a_133.jpg
________________________________________________________________________________
| Subject: | Re: Mounting PC680 on firewall |
| From: | Tim Olson <Tim(at)MyRV10.com> |
I'd never do it.
Tim
On Feb 16, 2013, at 2:27 PM, "rvdave" wrote:
>
> Looking to mount second battery on firewall with aluminum tray from Hawker.
Thinking about letting bottom of tray/battery rest on engine mount with baffle
material on mount. Anyone foresee a problem or better location?
>
> --------
> Dave Ford
> RV6 flying
> RV10 building
> Cadillac, MI
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=394420#394420
>
>
>
>
> Attachments:
>
> http://forums.matronics.com//files/battery_b_948.jpg
> http://forums.matronics.com//files/battery_a_133.jpg
>
>
>
>
>
>
________________________________________________________________________________
| From: | "Carl Froehlich" <carl.froehlich(at)verizon.net> |
| Subject: | Mounting PC680 on firewall |
I modified the stock battery mount to hold two PC625 batteries (batteries
are mounted at 90 degrees to the axis of the plane (back to back with a 1/4"
spacer), and both are held down by the one stock battery clamp). The PC625
has a little more CCA power than the PC680, a pound lighter and has a better
form factor for this application.
The batteries normally operate in parallel, but are split in the event of a
component failure (e.g. alternator). When split half the panel runs on the
one, the other half on the other, or both sides can run on one or the other
battery in the event a battery (or more likely master solenoid) itself
failed.
Carl
-----Original Message-----
From: owner-rv10-list-server(at)matronics.com
[mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of rvdave
Sent: Saturday, February 16, 2013 3:28 PM
Subject: RV10-List: Mounting PC680 on firewall
Looking to mount second battery on firewall with aluminum tray from Hawker.
Thinking about letting bottom of tray/battery rest on engine mount with
baffle material on mount. Anyone foresee a problem or better location?
--------
Dave Ford
RV6 flying
RV10 building
Cadillac, MI
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=394420#394420
Attachments:
http://forums.matronics.com//files/battery_b_948.jpg
http://forums.matronics.com//files/battery_a_133.jpg
________________________________________________________________________________
| Subject: | Re: N880EE Exposed |
| From: | Rick Lark <larkrv10(at)gmail.com> |
Let me try that again, Robin are you going to attend either SnF or
Airventure??
I'd sure like to see the RV8
Rick
On Sat, Feb 16, 2013 at 11:39 AM, Rick Lark wrote:
> Looking good Robin. Are goinf g to bring the -8 to SnF or Oshkosh?
>
> Rick
>
> On Fri, Feb 15, 2013 at 10:59 PM, Robin Marks wrot
e:
>
>> RV List****
>>
>> I recently posted a First Flight on the Vans site and VAF. I thought I
>> would share it with those on this list that didn=92t already know about
85.
>> ****
>>
>> Robin****
>>
>> ** **
>>
>> ** **
>>
>> http://www.vansairforce.com/community/showthread.php?p=744277****
>>
>> ** **
>>
>> http://www.vansaircraft.com/public/first-flights.htm****
>>
>> ** **
>>
>> *More photos can be seen at:*
>> http://www.painttheweb.com/painttheweb/RV-8A/****
>>
>> *HD Video can be seen at:*
>>
>> http://www.youtube.com/watch?v=GJ912gZyQ0U&feature=share&list=UU33
RvUl-OACUdX3XIljn26w
>> ****
>>
>> ** **
>>
>> *
>>
===========
===========
===========
===========
>> *
>>
>>
>
________________________________________________________________________________
| From: | Rick Lark <larkrv10(at)gmail.com> |
Rob or anyone else. I have a pair of the Cleveland ports I bought but
ended up using Safe Air instead. If anyone wants them for the cost of the
postage, they're yours...
Rick
#40956
Southampton, Ont
On Sat, Feb 16, 2013 at 5:57 AM, Rob Kermanj wrote:
>
> anyone has used the static port fitting from Cleveland Tools
> http://www.cleavelandtool.com/prodinfo.asp?number=SPF140#.UR9keKUhdic?
>
> if so, any idea if they are accurate?
>
> Thanks
> Rob.
>
>
________________________________________________________________________________
| From: | Robin Marks <robin(at)PaintTheWeb.com> |
Ill respond again...
Not SnF for sure. Schedule does not allow it this year. OSH is a possibilit
y but the 10 is so much more comfortable and if I go I may bring some frien
ds which again means the 10 so the answer is I don't really know just yet.
The up side is if I do bring the 10 people can check out my Showplanes cowl
. My 2013 calendar is loading up quickly.
Hope to be at OSH 13 with 2 seats or 4,
Robin
________________________________
From: owner-rv10-list-server(at)matronics.com [owner-rv10-list-server@matronic
s.com] on behalf of Rick Lark [larkrv10(at)gmail.com]
Sent: Saturday, February 16, 2013 1:46 PM
Subject: Re: RV10-List: N880EE Exposed
Let me try that again, Robin are you going to attend either SnF or Airvent
ure??
I'd sure like to see the RV8
Rick
On Sat, Feb 16, 2013 at 11:39 AM, Rick Lark > wrote:
Looking good Robin. Are goinf g to bring the -8 to SnF or Oshkosh?
Rick
On Fri, Feb 15, 2013 at 10:59 PM, Robin Marks > wrote:
RV List
I recently posted a First Flight on the Vans site and VAF. I thought I woul
d share it with those on this list that didn=92t already know about 85.
Robin
http://www.vansairforce.com/community/showthread.php?p=744277
http://www.vansaircraft.com/public/first-flights.htm
More photos can be seen at:
http://www.painttheweb.com/painttheweb/RV-8A/
HD Video can be seen at:
http://www.youtube.com/watch?v=GJ912gZyQ0U&feature=share&list=UU33RvU
l-OACUdX3XIljn26w
get="_blank">http://www.matronics.com/Navigator?RV10-List
tp://forums.matronics.com
_blank">http://www.matronics.com/contribution
________________________________________________________________________________
| From: | Robin Marks <robin(at)PaintTheWeb.com> |
| Subject: | Mounting PC680 on firewall |
I'm with Tim. Keep it of the engine mount at a minimum.
Here is my dual battery set up. I have a 3rd (smaller) battery that exclusi
vely supports my D100 in case of a total electrical failure.
Robin
[cid:image003.jpg(at)01CE0C53.40C38F60]
-----Original Message-----
From: owner-rv10-list-server(at)matronics.com [mailto:owner-rv10-list-server@m
atronics.com] On Behalf Of Carl Froehlich
Sent: Saturday, February 16, 2013 1:25 PM
Subject: RE: RV10-List: Mounting PC680 on firewall
--> >
I modified the stock battery mount to hold two PC625 batteries (batteries a
re mounted at 90 degrees to the axis of the plane (back to back with a 1/4"
spacer), and both are held down by the one stock battery clamp). The PC625
has a little more CCA power than the PC680, a pound lighter and has a bett
er form factor for this application.
The batteries normally operate in parallel, but are split in the event of a
component failure (e.g. alternator). When split half the panel runs on th
e one, the other half on the other, or both sides can run on one or the oth
er battery in the event a battery (or more likely master solenoid) itself f
ailed.
Carl
-----Original Message-----
From: owner-rv10-list-server(at)matronics.com<mailto:owner-rv10-list-server@ma
tronics.com>
[mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of rvdave
Sent: Saturday, February 16, 2013 3:28 PM
Subject: RV10-List: Mounting PC680 on firewall
vidbf(at)centurytel.net>>
Looking to mount second battery on firewall with aluminum tray from Hawker.
Thinking about letting bottom of tray/battery rest on engine mount with
baffle material on mount. Anyone foresee a problem or better location?
--------
Dave Ford
RV6 flying
RV10 building
Cadillac, MI
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=394420#394420
Attachments:
http://forums.matronics.com//files/battery_b_948.jpg
s.com/files/battery_b_948.jpg>
http://forums.matronics.com//files/battery_a_133.jpg
s.com/files/battery_a_133.jpg>
________________________________________________________________________________
| From: | "Greg McFarlane" <grbcmcfarlane(at)gmail.com> |
That sounds good Carl, after you bond the backing plate & rivet to the inside did
you simply match drill the sixteenth hole through the skin so the static vent
is effectively from the outside just the hole with no projection at all that
could give those erroneous pressure/readings?
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=394443#394443
________________________________________________________________________________
| Subject: | Cabin Static Vent |
| From: | "Greg McFarlane" <grbcmcfarlane(at)gmail.com> |
Has anyone with an alternate static vent inside the cabin compared the pressure
readings against the normal outside static vent set up in our unpressurized RV10s
? I've got a friend with an RV6 who has his AutoPilot using cabin static
pressure to stop the altitude hunting caused by outside static lag. His set altitude
compared to altimeter readings are so close as to make one wonder if outside
static is needed at all in our Experimental Aircraft given the variations
caused by different vents and leaks etc
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=394444#394444
________________________________________________________________________________
| From: | "Dave Bowman" <davidbowman1(at)verizon.net> |
| Subject: | Desser Tire Package |
I bought the Desser retread tire and leak guard tube package and it
appears that the tubes are a little too big and wrinkle around the
wheel. Has anyone who has used these tubes had any issues with them? I
am hesitant to use them at this point.
________________________________________________________________________________
| From: | "Carl Froehlich" <carl.froehlich(at)verizon.net> |
Sorry - I didn't explain well. The round rivet head sits on the outside of
the skin (3/16" hole in the skin). The 1" diameter, 1/4" thick backing
plate (with a 3/16" hole in the middle) is epoxied over the rivet shank to
the inside of the skin. The protruding rivet head moves the static port
just a little out of the skin flow layer - this is what helps mitigate
against static port error. The backing plate just adds some rigidity to the
install and more glue area for the rivet. This provides a sturdy connection
to the 1/4" static tubing. The 3/16" rivet shack is a perfect fit for 1/4"
tubing to slide over.
I did final paint over the rivet heads with a toothpick in the 1/16" holes
to keep them open.
Carl
-----Original Message-----
From: owner-rv10-list-server(at)matronics.com
[mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Greg McFarlane
Sent: Sunday, February 17, 2013 7:10 AM
Subject: RV10-List: Re: static port
-->
That sounds good Carl, after you bond the backing plate & rivet to the
inside did you simply match drill the sixteenth hole through the skin so the
static vent is effectively from the outside just the hole with no projection
at all that could give those erroneous pressure/readings?
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=394443#394443
________________________________________________________________________________
| From: | "Pascal" <rv10flyer(at)live.com> |
| Subject: | Re: Desser Tire Package |
I have the Desser leak guard in the Vans stock tires- no issues at all.
From: Dave Bowman
Sent: Sunday, February 17, 2013 6:10 AM
Subject: RV10-List: Desser Tire Package
I bought the Desser retread tire and leak guard tube package and it
appears that the tubes are a little too big and wrinkle around the
wheel. Has anyone who has used these tubes had any issues with them? I
am hesitant to use them at this point.
________________________________________________________________________________
| Subject: | Re: Desser Tire Package |
| From: | "dmaib(at)me.com" <dmaib(at)me.com> |
I am on my second set of Desser retreads and leakguard tubes. No problems at all.
--------
David Maib
RV-10 #40559
Transition Trainer
New Smyrna Beach, FL
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=394452#394452
________________________________________________________________________________
| Subject: | Re: Cabin Static Vent |
| From: | Dave Saylor <dave.saylor.aircrafters(at)gmail.com> |
My AP changes altitude a little when I open the alternate static. Maybe 50
feet? I forget if it climbs or descends. I can move it up and down a
little by opening/closing the air vents.
On Sunday, February 17, 2013, Greg McFarlane wrote:
> >
>
> Has anyone with an alternate static vent inside the cabin compared the
> pressure readings against the normal outside static vent set up in our
> unpressurized RV10s ? I've got a friend with an RV6 who has his AutoPilot
> using cabin static pressure to stop the altitude hunting caused by outside
> static lag. His set altitude compared to altimeter readings are so close as
> to make one wonder if outside static is needed at all in our Experimental
> Aircraft given the variations caused by different vents and leaks etc
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=394444#394444
>
>
--
Dave Saylor
831-750-0284 CL
________________________________________________________________________________
| Subject: | Re: Mounting PC680 on firewall |
| From: | "rvdave" <rv610dave(at)gmail.com> |
I know that vans sells a firewall mount for the PC680, wondering if anyone has
used that or another mount and where it is located?
--------
Dave Ford
RV6 flying
RV10 building
Cadillac, MI
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=394465#394465
________________________________________________________________________________
| Subject: | Re: Desser Tire Package |
| From: | "Stephen Blank,DDS" <sblankdds(at)gmail.com> |
I have used the Monster Retreads from Desser for 9 years on my Cessna 170.
Never a problem. Powder the tire inside, then inflate just slightly before
seating the rim halves, you should still be able to slide the tube enough
to line the valve stem up with the red dot marked on the tire. The tube
will be nice and round. It may need some time after being folded in
shipping. Don't inflate the tube outside of the tire or it may expand too
much. Good luck!
Stephen G. Blank, DDS
184 NW Central Park Plaza
Port St. Lucie, FL 34986
772-878-7348 office
772-475-5556 cell
Web Site: PSL Dentist.com <http://www.psldentist.com/>
On Sun, Feb 17, 2013 at 9:10 AM, Dave Bowman wrote:
> I bought the Desser retread tire and leak guard tube package and it
> appears that the tubes are a little too big and wrinkle around the wheel.
> Has anyone who has used these tubes had any issues with them? I am hesitant
> to use them at this point.
>
> *
>
> *
>
>
________________________________________________________________________________
| From: | "bill.peyton" <peyton.b(at)sbcglobal.net> |
I used the Safeair static ports, which I purchased from Avery Tools, and have zero
error on our -10. They are mounted from the inside and have very nice threaded
connections, look professional and perform well.
http://www.averytools.com/prodinfo.asp?number=4677
--------
Bill
WA0SYV
Aviation Partners, LLC
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=394479#394479
________________________________________________________________________________
| Subject: | Re: Mounting PC680 on firewall |
| From: | "jkreidler" <jason.kreidler(at)regalbeloit.com> |
Dave, just a comment about letting the battery box rest on the engine mount. Consider
that over time dirt and oil will work its way into the interface between
the box and the engine mount. This slurry under pressure does a good job of
sanding away at your engine mount. This situation is a bit different than using
cushion clamps to hold something to the engine mount because the firewall
and engine mount flex differently so there is more potential for relative movement.
I would favor just mounting the box to the firewall, maybe with a backing
plate to help reinforce. I have no first hand experience with mounting a
battery on the firewall, but the practice is common in two seat RV's. Consider
heat, and vibration as cons, cable length and weight as pros. No comment from
me on W&B as I have no idea what else is being installed and where. It is
worth while to run a W&B calc based on the two locations and see what difference
it will make.
Thanks - Jason
--------
Jason Kreidler
4 Partner Build - Sheboygan Falls, WI
Tony Kolar, Kyle Hokel, Wayne Elser, Jason Kreidler
N44YH - Flying - #40617
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=394484#394484
________________________________________________________________________________
| Subject: | Re: Mounting PC680 on firewall |
| From: | Kelly McMullen <apilot2(at)gmail.com> |
I've been watching this discussion and wondering......having stuff on the
firewall, more than absolutely required seems to be undesirable, both in
limiting access to work on changing oil filter and maintaining the
magnetos, and would not seem to be an advantage for W&B given that the
original plans give a c.g.range that works. Maybe if extra stuff like air
conditioning is going in the back it might be helpful.
I've just worked on two many planes that you have to remove the battery box
from firewall to be able to service a magneto, etc. Granted the PC680 is
smaller, but I still think it would be a maintenance annoyance.
On Mon, Feb 18, 2013 at 6:33 AM, jkreidler
wrote:
> jason.kreidler(at)regalbeloit.com>
>
> Dave, just a comment about letting the battery box rest on the engine
> mount. Consider that over time dirt and oil will work its way into the
> interface between the box and the engine mount. This slurry under pressure
> does a good job of sanding away at your engine mount. This situation is a
> bit different than using cushion clamps to hold something to the engine
> mount because the firewall and engine mount flex differently so there is
> more potential for relative movement. I would favor just mounting the box
> to the firewall, maybe with a backing plate to help reinforce. I have no
> first hand experience with mounting a battery on the firewall, but the
> practice is common in two seat RV's. Consider heat, and vibration as cons,
> cable length and weight as pros. No comment from me on W&B as I have no
> idea what else is being installed and where. It is worth while to run a
> W&B calc based on the two locations and see what difference it will make.
>
> Thanks - Jason
>
> --------
> Jason Kreidler
> 4 Partner Build - Sheboygan Falls, WI
> Tony Kolar, Kyle Hokel, Wayne Elser, Jason Kreidler
> N44YH - Flying - #40617
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=394484#394484
>
>
________________________________________________________________________________
| From: | David Leikam <arplnplt(at)gmail.com> |
| Subject: | Re: Mounting PC680 on firewall |
I use the BC100-1 from B&C Specialty products. Stand it on its side in
the standard Van's try with no modification.
Plenty of power.
David Leikam
RV10
On Feb 18, 2013, at 7:33 AM, jkreidler wrote:
>
> Dave, just a comment about letting the battery box rest on the engine
mount. Consider that over time dirt and oil will work its way into the
interface between the box and the engine mount. This slurry under
pressure does a good job of sanding away at your engine mount. This
situation is a bit different than using cushion clamps to hold something
to the engine mount because the firewall and engine mount flex
differently so there is more potential for relative movement. I would
favor just mounting the box to the firewall, maybe with a backing plate
to help reinforce. I have no first hand experience with mounting a
battery on the firewall, but the practice is common in two seat RV's.
Consider heat, and vibration as cons, cable length and weight as pros.
No comment from me on W&B as I have no idea what else is being installed
and where. It is worth while to run a W&B calc based on the two
locations and see what difference it will make.
>
> Thanks - Jason
>
> --------
> Jason Kreidler
> 4 Partner Build - Sheboygan Falls, WI
> Tony Kolar, Kyle Hokel, Wayne Elser, Jason Kreidler
> N44YH - Flying - #40617
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=394484#394484
>
>
>
>
>
>
>
>
>
>
________________________________________________________________________________
| Subject: | Floorboard holes |
| From: | "ospreysammy" <helosammy(at)gmail.com> |
I am on page 29-20, trying to install the front floorboards and I am having a problem
getting holes to line up. All of the holes line up except for the most
outboard few holes that are common to the F-1041. The holes on the F-1041 are
about a holes width too much outboard of the holes in the F-1050 floorboard. Has
anyone else seen this or have an idea how to make it work? I am thinking about
drilling new holes as it does not seem to be structural since there are only
a few rivets holding the two together. Thanks in advance for any advice you
can give.
Sam Clark
--------
Sam Clark
Builder # 40972
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=394506#394506
________________________________________________________________________________
| Subject: | Re: Floorboard holes |
| From: | Michael Kraus <n223rv(at)wolflakeairport.net> |
Common problem. I used a pick to align them and clecoed it. Might want to put
those clecos in first then align the rest. It was tight, but I was able to manage
getting it all aligned.
-Mike Kraus
RV-4 sold :-(
RV-10 flying :-)
KitFox SS7 Radial building :-)
On Feb 18, 2013, at 1:39 PM, "ospreysammy" wrote:
>
> I am on page 29-20, trying to install the front floorboards and I am having a
problem getting holes to line up. All of the holes line up except for the most
outboard few holes that are common to the F-1041. The holes on the F-1041 are
about a holes width too much outboard of the holes in the F-1050 floorboard.
Has anyone else seen this or have an idea how to make it work? I am thinking
about drilling new holes as it does not seem to be structural since there are
only a few rivets holding the two together. Thanks in advance for any advice you
can give.
>
> Sam Clark
>
> --------
> Sam Clark
> Builder # 40972
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=394506#394506
>
>
>
>
>
>
>
>
>
>
________________________________________________________________________________
| From: | Kelly McMullen <apilot2(at)gmail.com> |
Thank you for mentioning that. It looks like the Odyssey PC925 will also
fit when turned on its side. I think some builders have used it that way.
Anyone have arguments for one or the other? The PC925 seems to be about the
same wt, a few amp hrs more than the BC-100-1 and the RG 25XL Concorde. I'd
like to have about same wt and amp hours (or more) than the Concorde which
I was leaning towards. I don't feel the PC680 has enough amp hours capacity
for my preferences, while it may be fine for other elect system designs.
On Mon, Feb 18, 2013 at 7:39 AM, David Leikam wrote:
> I use the BC100-1 from B&C Specialty products. Stand it on its side in
> the standard Van's try with no modification.
> Plenty of power.
>
> David Leikam
> RV10
>
>
________________________________________________________________________________
| From: | "Geoff Combs" <g.combs(at)aerosportmodeling.com> |
I love my PC925. Works great on its side and still cranking.
Geoff Combs
Aerosport Modeling and Design
8090 howe industrial pkwy
canal winchester, ohio 43110
614.834.5227p
614.834.5230f
<http://www.aerosportmodeling.com/> www.aerosportmodeling.com
_____
From: owner-rv10-list-server(at)matronics.com
[mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Kelly McMullen
Sent: Monday, February 18, 2013 3:22 PM
Subject: RV10-List: Battery choices
Thank you for mentioning that. It looks like the Odyssey PC925 will also fit
when turned on its side. I think some builders have used it that way. Anyone
have arguments for one or the other? The PC925 seems to be about the same
wt, a few amp hrs more than the BC-100-1 and the RG 25XL Concorde. I'd like
to have about same wt and amp hours (or more) than the Concorde which I was
leaning towards. I don't feel the PC680 has enough amp hours capacity for my
preferences, while it may be fine for other elect system designs.
On Mon, Feb 18, 2013 at 7:39 AM, David Leikam wrote:
I use the BC100-1 from B&C Specialty products. Stand it on its side in the
standard Van's try with no modification.
Plenty of power.
David Leikam
RV10
________________________________________________________________________________
| From: | "Carroll L. Verhage" <cv93436(at)windstream.net> |
| Subject: | Static Pressure Ports |
I too have installed Van's static pressure ports where indicated on
the empennage to find out they gave false pressure readings. I had my
air speed indicator checked, tried shielding the ports with a cup (like
military aircraft), and placing one half of a 3/8" washer in front of
each port as recommended by a subscriber on Van's Airforce. Air speed
indicator and pitot system checked fine (no leaks). I put in an
alternate air valve under panel. Opening the Alt Air made the air speed
indicator jump from 175 mph to 195 mph. Closing it made the air speed
drop to 175 mph again. As a result, I disconnected the T-tube to each
port in the tail and it reads correctly now. I would propose letting
your static source open in the tail with a small vent (so bugs can't get
in it) and not fuss with static ports at all. Vented in the tail makes
it weather proof also.
________________________________________________________________________________
| From: | "Carroll L. Verhage" <cv93436(at)windstream.net> |
| Subject: | Broken Wheel Pants |
A lot of nose wheel pants get cracked or broken on 10's. A good
fix is to make sure there is enough tire clearance (for squashed nose
wheels on nose wheel landing--I would recommend 5/8--3/4 inch
clearance), then repair with a couple layers of fiberglass and a molded
piece of .025" or .032" aluminum to fit the inside of the nose fairing.
Shape the aluminum first cutting out the tire opening. Drill your rivet
holes and counter sink. Then after applying the fiberglass with it
still wet, rivet the molded aluminum over it. Make sure you get the
aluminum attached to the vertical wall in the fairing so it has some
real support.
________________________________________________________________________________
| From: | "Carroll L. Verhage" <cv93436(at)windstream.net> |
| Subject: | Aircraft Lifting |
A safe and inexpensive way to lift an aircraft is to use (3) 24" 3
ton hydraulic jacks from Harbor Freight Tools (Item # 36468-$43.00
each). Make a 3-legged bracket on a 3/8" steel plate with a ring at the
top that will hold the jack barrel in place and keep the jack from
tipping. Make a carpet padded 4x16" wooden plate to fit the ram on the
top of the jack. You can lift the plane by placing a jack under each
wing spar or next to the gear legs and under the fuselage just behind
the fire wall. You will use these jacks the rest of the airplane's life
a number of times. This is a wise investment.
________________________________________________________________________________
| From: | "Carroll L. Verhage" <cv93436(at)windstream.net> |
| Subject: | Main Gear Vibration |
Linn and Bruce,
Go to matronics Archives and look up Main gear Vibration under
RV10.
________________________________________________________________________________
| Subject: | Re: Static Pressure Ports |
| From: | Jerry Hansen <jerry-hansen(at)cox.net> |
Sent from my iPad
On Feb 18, 2013, at 2:29 PM, "Carroll L. Verhage" w
rote:
> I too have installed Van's static pressure ports where indicated on t
he empennage to find out they gave false pressure readings. I had my air sp
eed indicator checked, tried shielding the ports with a cup (like military a
ircraft), and placing one half of a 3/8" washer in front of each port as rec
ommended by a subscriber on Van's Airforce. Air speed indicator and pitot s
ystem checked fine (no leaks). I put in an alternate air valve under panel.
Opening the Alt Air made the air speed indicator jump from 175 mph to 195 m
ph. Closing it made the air speed drop to 175 mph again. As a result, I di
sconnected the T-tube to each port in the tail and it reads correctly now. I
would propose letting your static source open in the tail with a small vent
(so bugs can't get in it) and not fuss with static ports at all. Vented in
the tail makes it weather proof also.
>
>
==========================
=========
==========================
=========
==========================
=========
==========================
=========
>
________________________________________________________________________________
| From: | Tim Lewis <TimRVator(at)comcast.net> |
| Subject: | Re: Gear leg stiffeners |
Attached is the RV-6 plans section on shimmy dampers for reference, and
a page of notes that I used in making my RV-10 dampers.
As I recall, here was my process for making a single shimmy damper:
- Start with 1"x2.5" fir, cut to the 12-13 degree angle depicted on my
drawing (two pieces, mirror image). Plan to end up with pieces 22" long.
- Mark a line on the leading edge that will result in the damper half
being 3/4" wide at the top, and about 1/2" wide at the bottom (my
drawing says 11/32", I think that's incorrect).
- With the band saw table tilted 30 degrees, cut along that line, such
that you have fabricated the leading edge of the shimmy damper half.
Repeat on the other shimmy damper half
- Cut the trailing edge to stay within the contour of the gear leg
fairing trailing edge.
- Glue the two halves together with good quality waterproof glue. Clamp
to dry.
- I taped mine to the landing gear with packing tape. I may fiberglass
it on in the future, as described in the RV-6 plans.
--
Tim Lewis -- HEF (Manassas, VA)
RV-6A N47TD -- 1104 hrs - sold
RV-10 N31TD -- 350 hrs
Pascal said the following on 2/18/2013 10:55 AM:
>
> Tim;
> Very nice setup. Do you, by any chance, have the dimensions? (width,
> length, Height, size of the oval for the gear leg (how deep to fit)) I
> know little about woodworking, except the pine wood derby I once
> built, but I'll play around with this if I know what I 'm aiming for
> in my garage.
> Thx
>
> -----Original Message----- From: Tim Lewis
> Sent: Monday, February 18, 2013 6:29 AM
> To: rv10-list(at)matronics.com
> Subject: Re: RV10-List: Gear leg stiffeners
>
> Photos of shimmy damper fabrication and installation attached. I made
> mine out of Fir, attached with strapping tape for now.
>
> They made a huge improvement in landing roll out shimmy. Wheel
> balancing did little to no good. Tire pressure at 39psi seems to be a
> sweet spot on my plane.
>
> Tim
>
________________________________________________________________________________
| Subject: | Re: Gear leg stiffeners |
| From: | Pascal <rv10flyer(at)live.com> |
Thanks!
On Feb 18, 2013, at 5:04 PM, Tim Lewis wrote:
> Attached is the RV-6 plans section on shimmy dampers for reference, and a page
of notes that I used in making my RV-10 dampers.
>
> As I recall, here was my process for making a single shimmy damper:
> - Start with 1"x2.5" fir, cut to the 12-13 degree angle depicted on my drawing
(two pieces, mirror image). Plan to end up with pieces 22" long.
> - Mark a line on the leading edge that will result in the damper half being 3/4"
wide at the top, and about 1/2" wide at the bottom (my drawing says 11/32",
I think that's incorrect).
> - With the band saw table tilted 30 degrees, cut along that line, such that you
have fabricated the leading edge of the shimmy damper half. Repeat on the
other shimmy damper half
> - Cut the trailing edge to stay within the contour of the gear leg fairing trailing
edge.
> - Glue the two halves together with good quality waterproof glue. Clamp to dry.
> - I taped mine to the landing gear with packing tape. I may fiberglass it on
in the future, as described in the RV-6 plans.
>
> --
> Tim Lewis -- HEF (Manassas, VA)
> RV-6A N47TD -- 1104 hrs - sold
> RV-10 N31TD -- 350 hrs
>
> Pascal said the following on 2/18/2013 10:55 AM:
>>
>> Tim;
>> Very nice setup. Do you, by any chance, have the dimensions? (width, length,
Height, size of the oval for the gear leg (how deep to fit)) I know little about
woodworking, except the pine wood derby I once built, but I'll play around
with this if I know what I 'm aiming for in my garage.
>> Thx
>>
>> -----Original Message----- From: Tim Lewis
>> Sent: Monday, February 18, 2013 6:29 AM
>> To: rv10-list(at)matronics.com
>> Subject: Re: RV10-List: Gear leg stiffeners
>>
>> Photos of shimmy damper fabrication and installation attached. I made
>> mine out of Fir, attached with strapping tape for now.
>>
>> They made a huge improvement in landing roll out shimmy. Wheel
>> balancing did little to no good. Tire pressure at 39psi seems to be a
>> sweet spot on my plane.
>>
>> Tim
>>
>
>
________________________________________________________________________________
| From: | "woxofswa" <woxof(at)aol.com> |
Here's a couple of baffling tips worth what they cost.
Those dad gum steel pop rivets are the most strenuous project of all. I grunted
more on those bad boys than installing the main gear legs.
I finally got smart and breaker bar'd my hand squeezer.
Also, I found that if I drilled the holes for those rivets at 31 instead of 30
(drill size), they secured better and didn't pull through as much.
--------
Myron Nelson
Mesa, AZ
Emp completed, QB wings completed, legacy build fuse on gear. Finishing kit and
FWF kit in progress.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=394543#394543
________________________________________________________________________________
| From: | <jfrjr(at)roadrunner.com> |
| Subject: | Re: Baffling tips |
A pneumatic squeezer (even the cheap Harbor Freight one) makes those baffle rivets
way easy. JAY ROWE
---- woxofswa wrote:
>
> Here's a couple of baffling tips worth what they cost.
>
> Those dad gum steel pop rivets are the most strenuous project of all. I grunted
more on those bad boys than installing the main gear legs.
>
> I finally got smart and breaker bar'd my hand squeezer.
>
>
>
> Also, I found that if I drilled the holes for those rivets at 31 instead of 30
(drill size), they secured better and didn't pull through as much.
>
> --------
> Myron Nelson
> Mesa, AZ
> Emp completed, QB wings completed, legacy build fuse on gear. Finishing kit
and FWF kit in progress.
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=394543#394543
>
>
>
>
>
>
>
>
>
>
________________________________________________________________________________
| Subject: | Re: Cabin Static Vent |
| From: | "Bob Turner" <bobturner(at)alum.rpi.edu> |
I tried it today. With alternate static my indicated airspeed jumped up about 10
knots.
--------
Bob Turner
RV-10 QB
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=394550#394550
________________________________________________________________________________
| Subject: | Re: Baffling tips |
| From: | "woxofswa" <woxof(at)aol.com> |
jfrjr(at)roadrunner.com wrote:
> A pneumatic squeezer (even the cheap Harbor Freight one) makes those baffle rivets
way easy. JAY ROWE
> ---- woxofswa wrote:
>
> >
> >
> > I have one that works great for aluminum rivets but wouldn't budge those steel
ones.
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
>
--------
Myron Nelson
Mesa, AZ
Emp completed, QB wings completed, legacy build fuse on gear. Finishing kit and
FWF kit in progress.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=394551#394551
________________________________________________________________________________
| Subject: | Cabin Top Grab Handle |
| From: | Patrick Pulis <rv10free2fly(at)yahoo.com.au> |
For those flying, do you think that fitting a grab handle to assist with the step
up onto the wing is justified. The Tobago doesn't have such a handle and it's
easy enough to get up onto the wing. The Cirrus SR-20 on the other hand is
fitted with a grab handle which makes the step up onto the wing much easier.
For those who have fitted a grab handle either side of the cabin top, I would appreciate
your thoughts and what type of handles and how you attached them please?
Pictures would be vey much appreciated please.
Warm regards
Patrick
________________________________________________________________________________
| Subject: | Re: Baffling tips |
| From: | Michael Kraus <n223rv(at)wolflakeairport.net> |
I used soft AN4 rivets and 1/8" aluminum washers. Looks really nice, holds g
reat, and super easy to drill out if needed....
-Mike Kraus
RV-4 sold :-(
RV-10 flying :-)
KitFox SS7 Radial building :-)
On Feb 18, 2013, at 11:03 PM, "woxofswa" wrote:
>
> Here's a couple of baffling tips worth what they cost.
>
> Those dad gum steel pop rivets are the most strenuous project of all. I g
runted more on those bad boys than installing the main gear legs.
>
> I finally got smart and breaker bar'd my hand squeezer.
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> Also, I found that if I drilled the holes for those rivets at 31 instead o
f 30 (drill size), they secured better and didn't pull through as much.
>
> --------
> Myron Nelson
> Mesa, AZ
> Emp completed, QB wings completed, legacy build fuse on gear. Finishing k
it and FWF kit in progress.
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>
> Read this topic online here:
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> http://forums.matronics.com/viewtopic.php?p=394543#394543
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