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________________________________________________________________________________
Date: 
Jul 26, 2014
Subject: 
Gruenhaven available dorm bed for OSH '14.
From: 
John Cox <rv10pro(at)gmail.com>
      
      Anyone left without a spot under a roof in need of dormitory sleeping, let
      me know.  Sun/Mon/Tues/Wed.  They might extend the room thru Thur/Fri/Sat.
      7th floor East wing, south exposure.
      
      I will be returning to the West Coast to work after the EAA Tech Counselor
      Breakfast - Thursday AM..  Shuttle bus runs every 1/2 hour for $1.50 each
      way. Begins at 7AM ends at 11PM.
      
      John Cox (503) 453-6016
      
________________________________________________________________________________
Subject: 
ICAO Noise Test results RV-10
From: 
"Mike Whisky" <rv-10(at)wellenzohn.net>
Date: 
Jul 29, 2014
      
      
      This might not be of great concern of most RV-10 owners especially in the US but
      I consider this still an important environmental information for all the RV-10
      owners.
      
      My RV-10 has been built and accepted under Swiss regulations and one part of it
      is the noise measurement certificate. Landing tax are based mostly on MTOW plus
      a charge for the noise class your aircraft is in. So it was of great interest
      to achieve the lowest noise class.
      
      As there was no data available about noise emission of an RV-10 I want to share
      my findings.
      
      The main noise sources are the propeller and the engine noise via the exhaust system.
      As prop tip speed is one factor I decided to go with a smaller diameter
      3-blade MT (MTV-12B/193-53) propeller. The next factor is of course RPM which
      I reduced to max 2500. It is quite common for GA aircraft in Germany or Switzerland
      to have RPM reduced to 2500 in order to meet the maximal allowed noise
      requirements. The next thing is the exhaust system/muffler. There are special
      mufflers available like Liese which are quite common to muffle the noise even
      further, however I needed my baseline first to make the call to install them or
      not and to be able to define its required dB reduction.
      My RV-10 has the standard Vetterman 6-3 exhaust system and the above called 3-blade
      prop running max 2500 RPM. The test were conducted at MTOW 2700lb /1225kg.
      
      ICAO Noise Measurement Test Scenario
      
      ICAO Annex 16 Chapter 10
      - Application accepted from 1988 onwards
      One measurement point 
      take-off flight path with max. take-off power
      Noise measured in dB(A) 
      
      
      The measurement crew on the ground takes a picture of the overflying aircraft to
      compare the logged overflight altitude reported from the aircraft with the measured
      results. At the same time it measures the noise. More factors are taken
      into consideration including wind, surrounding surface etc. I had to conduct
      6 flights and the average noise values plus the correcting factors result in
      the final noise level in dB, which puts me in one of the noise categories mentioned
      above.
      
      To make a long story short my RV-10 achieved 77.8 dB which falls under category
      D, which is the lowest available. 
      It is interesting to note that the only other RV-10, which went through the same
      test, is equipped with an two place Hartzell propeller (as well reduced to 2500
      RPM) and Liese mufflers attached to the Vetterman exhaust pipes, achieved
      noise class C. Therefore it looks as if the propeller diameter and probably the
      tip form is a major contributor to noise. There might be other contributing
      factors such as sound insolation which might work as a reduction of resonance.
      
      For all the builders who are building under a regulation where noise reduction
      is a topic I hope that might help to consider propeller choice besides looks,
      ground clearance and weight.
      
      Michael
      
      --------
      RV-10 builder (flying)
      #511
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=427526#427526
      
      
      Attachments: 
      
      http://forums.matronics.com//files/test_procedure_133.png
      http://forums.matronics.com//files/noise_category_166.png
      
      
________________________________________________________________________________
Date: 
Jul 29, 2014
From: 
Bruce Johnson <bruce1hwjohnson(at)yahoo.com>
Subject: 
Re: ICAO Noise Test results RV-10
      
      Another good reason to live in the USofA. Sorry for you Michael=0A-=0AGod
       Bless America=0A(please) -:)=0A=0A=0ABruce=0A=0A=0AOn Tuesday, July 29, 
      2014 2:33 PM, Mike Whisky  wrote:=0A =0A=0A=0A--> RV1
      0-List message posted by: "Mike Whisky" =0A=0AThis mi
      ght not be of great concern of most RV-10 owners especially in the US but I
       consider this still an important environmental information for all the RV-
      10 owners.=0A=0AMy RV-10 has been built and accepted under Swiss regulation
      s and one part of it is the noise measurement certificate. Landing tax are 
      based mostly on MTOW plus a charge for the noise class your aircraft is in.
       So it was of great interest to achieve the lowest noise class.=0A=0AAs the
      re was no data available about noise emission of an RV-10 I want to share m
      y findings.=0A=0AThe main noise sources are the propeller and the engine no
      ise via the exhaust system. As prop tip speed is one factor I decided to go
       with a smaller diameter 3-blade MT (MTV-12B/193-53) propeller. The next fa
      ctor is of course RPM which I reduced to max 2500. It is quite common for G
      A aircraft in Germany or Switzerland to have RPM reduced to 2500 in order t
      o meet the maximal allowed noise requirements. The next thing is the exhaus
      t system/muffler. There are special mufflers available like Liese which are
       quite common to muffle the noise even further, however I needed my baselin
      e first to make the call to install them or not and to be able to define it
      s required dB reduction.=0AMy RV-10 has the standard Vetterman 6-3 exhaust 
      system and the above called 3-blade prop running max 2500 RPM. The test wer
      e conducted at MTOW 2700lb /1225kg.=0A=0AICAO Noise Measurement Test Scenar
      io=0A=0AICAO Annex 16 Chapter 10=0A- Application accepted from 1988 onwards
      =0AOne measurement point =0Atake-off flight path with max. take-off power
      =0ANoise measured in dB(A) =0A=0A=0AThe measurement crew on the ground take
      s a picture of the overflying aircraft to compare the logged overflight alt
      itude reported from the aircraft with the measured results. At the same tim
      e it measures the noise. More factors are taken into consideration includin
      g wind, surrounding surface etc. I had to conduct 6 flights and the average
       noise values plus the correcting factors result in the final noise level i
      n dB, which puts me in one of the noise categories mentioned above.=0A=0ATo
       make a long story short my RV-10 achieved 77.8 dB which falls under catego
      ry D, which is the lowest available. =0AIt is interesting to note that the 
      only other RV-10, which went through the same test, is equipped with an two
       place Hartzell propeller (as well reduced to 2500 RPM) and Liese mufflers 
      attached to the Vetterman exhaust pipes, achieved noise class C. Therefore 
      it looks as if the propeller diameter and probably the tip form is a major 
      contributor to noise. There might be other contributing factors such as sou
      nd insolation which might work as a reduction of resonance.=0A=0AFor all th
      e builders who are building under a regulation where noise reduction is a t
      opic I hope that might help to consider propeller choice besides looks, gro
      und clearance and weight.=0A=0AMichael=0A=0A--------=0ARV-10 builder (flyin
      g)=0A#511=0A=0A=0A=0A=0ARead this topic online here:=0A=0Ahttp://forums.mat
      ronics.com/viewtopic.php?p=427526#427526=0A=0A=0A=0A=0AAttachments: =0A
      =0Ahttp://forums.matronics.com//files/test_procedure_133.png=0Ahttp://forum
      - - - - - - - - - - - - - - - -Matt Dralle, L
      =======
      
________________________________________________________________________________
Subject: 
Re: ICAO Noise Test results RV-10
From: 
"gary(at)bendun.net" <gary(at)bendun.net>
Date: 
Jul 29, 2014
      
      Bruce,
      
      Not very helpful. Michael put some effort into sharing his findings. Why the
       sour grapes from Uncle Sam?
      
      Sent from my iPhone
      
      > On Jul 29, 2014, at 5:40 PM, Bruce Johnson  wro
      te:
      > 
      > Another good reason to live in the USofA. Sorry for you Michael
      >  
      > God Bless America
      > (please)  :)
      > 
      > 
      > Bruce
      > 
      > 
      > On Tuesday, July 29, 2014 2:33 PM, Mike Whisky  wrot
      e:
      > 
      > 
      > 
      > This might not be of great concern of most RV-10 owners especially in the U
      S but I consider this still an important environmental information for all t
      he RV-10 owners.
      > 
      > My RV-10 has been built and accepted under Swiss regulations and one part o
      f it is the noise measurement certificate. Landing tax are based mostly on M
      TOW plus a charge for the noise class your aircraft is in. So it was of grea
      t interest to achieve the lowest noise class.
      > 
      > As there was no data available about noise emission of an RV-10 I want to s
      hare my findings.
      > 
      > The main noise sources are the propeller and the engine noise via the exha
      ust system. As prop tip speed is one factor I decided to go with a smaller d
      iameter 3-blade MT (MTV-12B/193-53) propeller. The next factor is of course R
      PM which I reduced to max 2500. It is quite common for GA aircraft in German
      y or Switzerland to have RPM reduced to 2500 in order to meet the maximal al
      lowed noise requirements. The next thing is the exhaust system/muffler. Ther
      e are special mufflers available like Liese which are quite common to muffle
       the noise even further, however I needed my baseline first to make the call
       to install them or not and to be able to define its required dB reduction.
      > My RV-10 has the standard Vetterman 6-3 exhaust system and the above calle
      d 3-blade prop running max 2500 RPM. The test were conducted at MTOW 2700lb /
      1225kg.
      > 
      > ICAO Noise Measurement Test Scenario
      > 
      > ICAO Annex 16 Chapter 10
      > - Application accepted from 1988 onwards
      > One measurement point 
      > take-off flight path with max. take-off power
      > Noise measured in dB(A) 
      > 
      > 
      > The measurement crew on the ground takes a picture of the overflying aircr
      aft to compare the logged overflight altitude reported from the aircraft wit
      h the measured results. At the same time it measures the noise. More factors
       are taken into consideration including wind, surrounding surface etc. I had
       to conduct 6 flights and the average noise values plus the correcting facto
      rs result in the final noise level in dB, which puts me in one of the noise c
      ategories mentioned above.
      > 
      > To make a long story short my RV-10 achieved 77.8 dB which falls under cat
      egory D, which is the lowest available. 
      > It is interesting to note that the only other RV-10, which went through th
      e same test, is equipped with an two place Hartzell propeller (as well reduc
      ed to 2500 RPM) and Liese mufflers attached to the Vetterman exhaust pipes, a
      chieved noise class C. Therefore it looks as if the propeller diameter and p
      robably the tip form is a major contributor to noise. There might be other c
      ontributing factors such as sound insolation which might work as a reduction
       of resonance.
      > 
      > For all the builders who are building under a regulation where noise reduc
      tion is a topic I hope that might help to consider propeller choice besides l
      ooks, ground clearance and weight.
      > 
      > Michael
      > 
      > --------
      > RV-10 builder (flying)
      > #511
      > 
      > 
      > 
      > 
      > Read this topic online here:
      > 
      > http://forums.matronics.com/viewtopic.php?p=427526#427526
      > 
      > 
      > 
      > 
      > Attachments: 
      > 
      > http://forums.matronics.com//files/test_procedure_133.png
      > http://forums.matronics.com//files/noise_category_166.png
      > 
      > 
      > 
      > nbsp; --> http://forums.matronics.comhttp:/===========
      ============
      > 
      > 
      > 
      > 
      > 
      >  
      > 
      3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3
      D=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=3
      D=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=3
      D=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=3
      D=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
      > 
      
________________________________________________________________________________
Subject: 
Re: ICAO Noise Test results RV-10
From: 
"Mike Whisky" <rv-10(at)wellenzohn.net>
Date: 
Jul 30, 2014
      
      
      No worries, I guess that Bruce wanted to express is that he is happy to have artificially
      reduce power to meet noise requirements. 
      
      I think however, as I might be the first one who has taken part in an official
      noise test of this common engine propeller combination for the RV-10, it is a
      benchmark for all in case it is required. 
      I recall from the transition training in Florida that there were billboards on
      the highway complaining about aircraft noise. I guess for every RV-10 owner with
      the same setup it might be good to know that they can meet the lowest Swiss
      noise category, by just pulling RPM back a little if the neighborhood is noise
      sensitive. 
      Cheers
      Mike
      
      --------
      RV-10 builder (flying)
      #511
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=427537#427537
      
      
________________________________________________________________________________
Date: 
Jul 30, 2014
From: 
Bruce Johnson <bruce1hwjohnson(at)yahoo.com>
Subject: 
Re: ICAO Noise Test results RV-10
      
      Wasn't trying to negative, just stating that I was glad we don't have to do
       that in the US and sorry that Micheal did..-=0A-=0AGod Bless America
      =0A(please) -:)=0A=0A=0ABruce=0A=0A=0AOn Wednesday, July 30, 2014 4:55 AM
      , Mike Whisky  wrote:=0A =0A=0A=0A--> RV10-List messa
      ge posted by: "Mike Whisky" =0A=0ANo worries, I guess
       that Bruce wanted to express is that he is happy to have artificially redu
      ce power to meet noise requirements. =0A=0AI think however, as I might be t
      he first one who has taken part in an official noise test of this common en
      gine propeller combination for the RV-10, it is a benchmark for all in case
       it is required. =0AI recall from the transition training in Florida that t
      here were billboards on the highway complaining about aircraft noise. I gue
      ss for every RV-10 owner with the same setup it might be good to know that 
      they can meet the lowest Swiss noise category, by just pulling RPM back a l
      ittle if the neighborhood is noise sensitive. =0ACheers=0AMike=0A=0A-------
      -=0ARV-10 builder (flying)=0A#511=0A=0A=0A=0A=0ARead this topic online here
      :=0A=0Ahttp://forums.matronics.com/viewtopic.php?p=427537#427537=0A=0A=0A
      ==================
      
________________________________________________________________________________
Subject: 
50% 100ll 50% Av Gas
From: 
"rwwende" <n7006w(at)gmail.com>
Date: 
Jul 30, 2014
      
      
      Anybody running a 50/50 mix with the IO540?
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=427574#427574
      
      
________________________________________________________________________________
Date: 
Jul 30, 2014
From: 
Kelly McMullen <kellym(at)aviating.com>
Subject: 
Re: 50% 100ll 50% Av Gas
      
      
      I don't think you asked what you meant. 100LL=Avgas. Perhaps you meant 
      Mogas?
      Certainly should be doable with 91 Octane mogas or better IF you have 
      stock 8.5:1 pistons. Any higher compression ratio pretty much demands 
      100 octane.
      Then there is the issue of finding mogas without ethanol. In most of the 
      country today that is very difficult because of requirements for air 
      pollution and renewable fuels mandates. Ethanol creates its own problems 
      and you would have to plan ahead to have fuel system built to withstand 
      the ethanol and to deliver enough higher fuel flow to counter the leaner 
      mixture the ethanol will cause.
      On 7/30/2014 12:42 PM, rwwende wrote:
      >
      > Anybody running a 50/50 mix with the IO540?
      >
      >
      > Read this topic online here:
      >
      > http://forums.matronics.com/viewtopic.php?p=427574#427574
      >
      >
      
      
________________________________________________________________________________
Subject: 
OSH
From: 
Bob Leffler <rv(at)thelefflers.com>
Date: 
Aug 01, 2014
      
      
      It was great to see all my friends at OSH!
      
      I wish I had more time to spend more time with everyone.  
      
      I'm home now and am now remembering all those things I had good intentions of doing
      before the show and for whatever reason, I didn't get to them.
      
      For those still at OSH,   Have great rest of the show and a safe journey home!
      
      Bob
      
      
      Sent from my iPad
      
      
________________________________________________________________________________
Date: 
Aug 01, 2014
Subject: 
Re: OSH
From: 
Kelly McMullen <apilot2(at)gmail.com>
      
      Sure would have liked to be there to see many friends from this and other
      lists........However, I have to wonder about the lack of reports of new or
      upgraded products. Other than Dynon adding some features to its Skyview,
      there seems to have been a real lack of activity.
      I would have hoped for more activity in the ADS-B Out arena.
      The FAA seems to have scooped the event with their proposed revision to
      airport hangar usage rules, which among many items, exclude amateur
      building of aircraft earlier than "final assembly" in on airport hangars,
      and claims that is not a change.
      
      
      On Fri, Aug 1, 2014 at 6:27 AM, Bob Leffler  wrote:
      
      >
      > It was great to see all my friends at OSH!
      >
      > I wish I had more time to spend more time with everyone.
      >
      > I'm home now and am now remembering all those things I had good intentions
      > of doing before the show and for whatever reason, I didn't get to them.
      >
      > For those still at OSH,   Have great rest of the show and a safe journey
      > home!
      >
      > Bob
      >
      >
      > Sent from my iPad
      >
      >
      
________________________________________________________________________________
From: 
Tim Olson <Tim(at)MyRV10.com>
Subject: 
Re: OSH
Date: 
Aug 01, 2014
      
      This year wasn't a big year for significant product announcements.  I don't t
      hink that's the best thing about OSH though anyway.  It is just a great plac
      e to be, to go, and to fly into.
      Regarding ADS-B, I think that it's already to the point where ADS-B products
       are plentiful and "old news".  They've been available for many years....I'v
      e been flying mine for over half of my over 1000 hours.  You can get a unit t
      hat will integrate with most any system today.  So any new product announcem
      ent for ADS-B really isn't big news anymore....unless perhaps there is a dua
      l channel in+out system with integral gps that can be bought for $1000 and i
      ntegrate with any panel...that would still be newsworthy.
      Tim
      
      > On Aug 1, 2014, at 9:12 AM, Kelly McMullen  wrote:
      > 
      > Sure would have liked to be there to see many friends from this and other l
      ists........However, I have to wonder about the lack of reports of new or up
      graded products. Other than Dynon adding some features to its Skyview, there
       seems to have been a real lack of activity.
      > I would have hoped for more activity in the ADS-B Out arena.
      > The FAA seems to have scooped the event with their proposed revision to ai
      rport hangar usage rules, which among many items, exclude amateur building o
      f aircraft earlier than "final assembly" in on airport hangars, and claims t
      hat is not a change.
      > 
      > 
      >> On Fri, Aug 1, 2014 at 6:27 AM, Bob Leffler  wrote:
      >> 
      >> It was great to see all my friends at OSH!
      >> 
      >> I wish I had more time to spend more time with everyone.
      >> 
      >> I'm home now and am now remembering all those things I had good intention
      s of doing before the show and for whatever reason, I didn't get to them.
      >> 
      >> For those still at OSH,   Have great rest of the show and a safe journey h
      ome!
      >> 
      >> Bob
      >> 
      >> 
      >> 
      >> 
      >> 
      >> Sent from my iPad
      >> 
      >> ==========
      >> arget="_blank">http://www.matronics.com/Navigator?RV10-List
      >> ==========
      >> http://forums.matronics.com
      >> ==========
      >> le, List Admin.
      >> ="_blank">http://www.matronics.com/contribution
      >> ==========
      >> 
      >> 
      >> 
      > 
      > 
      > 
      3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3
      D=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=3
      D=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=3
      D=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=3
      D=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
      > 
      
________________________________________________________________________________
Date: 
Aug 01, 2014
From: 
Kelly McMullen <kellym(at)aviating.com>
Subject: 
Re: OSH
      
      
      Tim,
      That was my point about ADS-B out. There isn't a product that meets the 
      2020 requirements in the under $3000 range that I am aware of, since you 
      need both the transponder and certified GPS with means to coordinate 
      with the Mode C if a UAT unit is selected.
      Last I heard Navworx and other attempts at under $3000 were still 
      seeking certification. Even the Trig products under various labels are 
      still having problems getting approval of communications with various 
      certified GPS units. Not to mention the FAA so far is requiring STCs for 
      each combination along with airframe STCs. At the rate things are going 
      there isn't a prayer of getting a large percentage of the fleet that 
      uses the airspace required to have ADS-B to actually get them installed. 
      I appreciate that the OBAM community has a much easier road, not needing 
      the STCs, but the equipment still is very pricey and the manufacturer 
      still has to show compliance with all the TSO requirements.
      Kelly
      On 8/1/2014 7:39 AM, Tim Olson wrote:
      > This year wasn't a big year for significant product announcements.  I 
      > don't think that's the best thing about OSH though anyway.  It is just 
      > a great place to be, to go, and to fly into.
      > Regarding ADS-B, I think that it's already to the point where ADS-B 
      > products are plentiful and "old news".  They've been available for 
      > many years....I've been flying mine for over half of my over 1000 
      > hours.  You can get a unit that will integrate with most any system 
      > today.  So any new product announcement for ADS-B really isn't big 
      > news anymore....unless perhaps there is a dual channel in+out system 
      > with integral gps that can be bought for $1000 and integrate with any 
      > panel...that would still be newsworthy.
      > Tim
      >
      > On Aug 1, 2014, at 9:12 AM, Kelly McMullen  > wrote:
      >
      >> Sure would have liked to be there to see many friends from this and 
      >> other lists........However, I have to wonder about the lack of 
      >> reports of new or upgraded products. Other than Dynon adding some 
      >> features to its Skyview, there seems to have been a real lack of 
      >> activity.
      >> I would have hoped for more activity in the ADS-B Out arena.
      >> The FAA seems to have scooped the event with their proposed revision 
      >> to airport hangar usage rules, which among many items, exclude 
      >> amateur building of aircraft earlier than "final assembly" in on 
      >> airport hangars, and claims that is not a change.
      >>
      >>
      >> On Fri, Aug 1, 2014 at 6:27 AM, Bob Leffler > > wrote:
      >>
      >>     >
      >>
      >>     It was great to see all my friends at OSH!
      >>
      >>     I wish I had more time to spend more time with everyone.
      >>
      >>     I'm home now and am now remembering all those things I had good
      >>     intentions of doing before the show and for whatever reason, I
      >>     didn't get to them.
      >>
      >>     For those still at OSH,   Have great rest of the show and a safe
      >>     journey home!
      >>
      >>     Bob
      >>
      >>
      >>
      >>
      >>
      >>     Sent from my iPad
      >>
      >>     ==========
      >>     arget="_blank">http://www.matronics.com/Navigator?RV10-List
      >>     ==========
      >>     http://forums.matronics.com
      >>     ==========
      >>     le, List Admin.
      >>     ="_blank">http://www.matronics.com/contribution
      >>     ==========
      >>
      >>
      >>
      >>
      >> *
      >>
      >> D============================================
      >> List"">http://www.matronics.com/Navigator?RV10-List
      >> D============================================
      >> //forums.matronics.com
      >> D============================================
      >> ot;">http://www.matronics.com/contribution
      >> D============================================
      >>
      >> *
      > *
      >
      >
      > *
      
      
________________________________________________________________________________
From: 
Phillip Perry <philperry9(at)gmail.com>
Subject: 
Re: OSH
Date: 
Aug 01, 2014
      
      I really wish we could have been there this year, but it just wasn't in the c
      ards (for the 2nd year in a row now). 
      
      I think we will be flying the RV-10 into there next year though.  I think I s
      ee a shimmering light at the end of the tunnel.  Assuming it's really the en
      d of the tunnel and not another freight train, we should be there with room t
      o spare.  It's about time. 
      
      Phil
      
      
      Sent from my iPhone
      
      > On Aug 1, 2014, at 9:12 AM, Kelly McMullen  wrote:
      > 
      > Sure would have liked to be there to see many friends from this and other l
      ists........However, I have to wonder about the lack of reports of new or up
      graded products. Other than Dynon adding some features to its Skyview, there
       seems to have been a real lack of activity.
      > I would have hoped for more activity in the ADS-B Out arena.
      > The FAA seems to have scooped the event with their proposed revision to ai
      rport hangar usage rules, which among many items, exclude amateur building o
      f aircraft earlier than "final assembly" in on airport hangars, and claims t
      hat is not a change.
      > 
      > 
      >> On Fri, Aug 1, 2014 at 6:27 AM, Bob Leffler  wrote:
      >> 
      >> It was great to see all my friends at OSH!
      >> 
      >> I wish I had more time to spend more time with everyone.
      >> 
      >> I'm home now and am now remembering all those things I had good intention
      s of doing before the show and for whatever reason, I didn't get to them.
      >> 
      >> For those still at OSH,   Have great rest of the show and a safe journey h
      ome!
      >> 
      >> Bob
      >> 
      >> 
      >> 
      >> 
      >> 
      >> Sent from my iPad
      >> 
      >> ==========
      >> arget="_blank">http://www.matronics.com/Navigator?RV10-List
      >> ==========
      >> http://forums.matronics.com
      >> ==========
      >> le, List Admin.
      >> ="_blank">http://www.matronics.com/contribution
      >> ==========
      > 
      > 
      > 
      3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3
      D=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=3
      D=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=3
      D=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=3
      D=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: 
"Rene Felker" <rene(at)felker.com>
Subject: 
OSH
Date: 
Aug 01, 2014
      
      
      I think Navworx's got their certification.
      
      I just installed the unit in my -10 (GRT EFIS) and I am in love.  Traffic and weather
      are great and works great with my WingX. 
      
      Rene' Felker
      N423CF
      801-721-6080
      
      -----Original Message-----
      From: owner-rv10-list-server(at)matronics.com [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Kelly McMullen
      Sent: Friday, August 01, 2014 8:52 AM
      Subject: Re: RV10-List: OSH
      
      
      Tim,
      That was my point about ADS-B out. There isn't a product that meets the
      2020 requirements in the under $3000 range that I am aware of, since you need both
      the transponder and certified GPS with means to coordinate with the Mode C
      if a UAT unit is selected.
      Last I heard Navworx and other attempts at under $3000 were still seeking certification.
      Even the Trig products under various labels are still having problems
      getting approval of communications with various certified GPS units. Not to
      mention the FAA so far is requiring STCs for each combination along with airframe
      STCs. At the rate things are going there isn't a prayer of getting a large
      percentage of the fleet that uses the airspace required to have ADS-B to actually
      get them installed. 
      I appreciate that the OBAM community has a much easier road, not needing the STCs,
      but the equipment still is very pricey and the manufacturer still has to show
      compliance with all the TSO requirements.
      Kelly
      On 8/1/2014 7:39 AM, Tim Olson wrote:
      > This year wasn't a big year for significant product announcements.  I 
      > don't think that's the best thing about OSH though anyway.  It is just 
      > a great place to be, to go, and to fly into.
      > Regarding ADS-B, I think that it's already to the point where ADS-B 
      > products are plentiful and "old news".  They've been available for 
      > many years....I've been flying mine for over half of my over 1000 
      > hours.  You can get a unit that will integrate with most any system 
      > today.  So any new product announcement for ADS-B really isn't big 
      > news anymore....unless perhaps there is a dual channel in+out system 
      > with integral gps that can be bought for $1000 and integrate with any 
      > panel...that would still be newsworthy.
      > Tim
      >
      > On Aug 1, 2014, at 9:12 AM, Kelly McMullen  > wrote:
      >
      >> Sure would have liked to be there to see many friends from this and 
      >> other lists........However, I have to wonder about the lack of 
      >> reports of new or upgraded products. Other than Dynon adding some 
      >> features to its Skyview, there seems to have been a real lack of 
      >> activity.
      >> I would have hoped for more activity in the ADS-B Out arena.
      >> The FAA seems to have scooped the event with their proposed revision 
      >> to airport hangar usage rules, which among many items, exclude 
      >> amateur building of aircraft earlier than "final assembly" in on 
      >> airport hangars, and claims that is not a change.
      >>
      >>
      >> On Fri, Aug 1, 2014 at 6:27 AM, Bob Leffler > > wrote:
      >>
      >>     >
      >>
      >>     It was great to see all my friends at OSH!
      >>
      >>     I wish I had more time to spend more time with everyone.
      >>
      >>     I'm home now and am now remembering all those things I had good
      >>     intentions of doing before the show and for whatever reason, I
      >>     didn't get to them.
      >>
      >>     For those still at OSH,   Have great rest of the show and a safe
      >>     journey home!
      >>
      >>     Bob
      >>
      >>
      >>
      >>
      >>
      >>     Sent from my iPad
      >>
      >>     ==========
      >>     arget="_blank">http://www.matronics.com/Navigator?RV10-List
      >>     ==========
      >>     http://forums.matronics.com
      >>     ==========
      >>     le, List Admin.
      >>     ="_blank">http://www.matronics.com/contribution
      >>     ==========
      >>
      >>
      >>
      >>
      >> *
      >>
      >> D=======================3
      >> D=====================
      >> List"">http://www.matronics.com/Navigator?RV10-List
      >> D=======================3
      >> D=====================
      >> //forums.matronics.com
      >> D=======================3
      >> D=====================
      >> ot;">http://www.matronics.com/contribution
      >> D=======================3
      >> D=====================
      >>
      >> *
      > *
      >
      >
      > *
      
      
________________________________________________________________________________
Subject: 
Re: OSH
From: 
Jesse Saint <jesse(at)saintaviation.com>
Date: 
Aug 01, 2014
      
      
      The only new ADS-B Out device I saw was the Appareo Transponder. It is not finished
      or certified yet, but they are building a transponder that will be ADS-B
      Out compliant with its internal WAAS GPS. As was already mentioned, it is not
      yet certified, so there is no telling when it will be ready or how much it will
      cost. We still have 5+ years before the mandate takes effect, and a lot can
      happen in that time, both with changing the requirement (similar to the 406MHz
      ELT's) and with cheaper options for compliance. More products in the marketplace
      means more competition, which should bring the price down.
      
      Jesse Saint
      Saint Aviation, Inc.
      jesse(at)saintaviation.com
      C: 352-427-0285
      F: 815-377-3694
      
      On Aug 1, 2014, at 10:52 AM, Kelly McMullen  wrote:
      
      > 
      > Tim,
      > That was my point about ADS-B out. There isn't a product that meets the 2020
      requirements in the under $3000 range that I am aware of, since you need both
      the transponder and certified GPS with means to coordinate with the Mode C if
      a UAT unit is selected.
      > Last I heard Navworx and other attempts at under $3000 were still seeking certification.
      Even the Trig products under various labels are still having problems
      getting approval of communications with various certified GPS units. Not to
      mention the FAA so far is requiring STCs for each combination along with airframe
      STCs. At the rate things are going there isn't a prayer of getting a large
      percentage of the fleet that uses the airspace required to have ADS-B to actually
      get them installed. I appreciate that the OBAM community has a much easier
      road, not needing the STCs, but the equipment still is very pricey and the
      manufacturer still has to show compliance with all the TSO requirements.
      > Kelly
      > On 8/1/2014 7:39 AM, Tim Olson wrote:
      >> This year wasn't a big year for significant product announcements.  I don't
      think that's the best thing about OSH though anyway.  It is just a great place
      to be, to go, and to fly into.
      >> Regarding ADS-B, I think that it's already to the point where ADS-B products
      are plentiful and "old news".  They've been available for many years....I've
      been flying mine for over half of my over 1000 hours.  You can get a unit that
      will integrate with most any system today.  So any new product announcement for
      ADS-B really isn't big news anymore....unless perhaps there is a dual channel
      in+out system with integral gps that can be bought for $1000 and integrate
      with any panel...that would still be newsworthy.
      >> Tim
      >> 
      >> On Aug 1, 2014, at 9:12 AM, Kelly McMullen > wrote:
      >> 
      >>> Sure would have liked to be there to see many friends from this and other lists........However,
      I have to wonder about the lack of reports of new or upgraded
      products. Other than Dynon adding some features to its Skyview, there seems
      to have been a real lack of activity.
      >>> I would have hoped for more activity in the ADS-B Out arena.
      >>> The FAA seems to have scooped the event with their proposed revision to airport
      hangar usage rules, which among many items, exclude amateur building of aircraft
      earlier than "final assembly" in on airport hangars, and claims that is
      not a change.
      >>> 
      >>> 
      >>> On Fri, Aug 1, 2014 at 6:27 AM, Bob Leffler > wrote:
      >>> 
      >>>    >
      >>> 
      >>>    It was great to see all my friends at OSH!
      >>> 
      >>>    I wish I had more time to spend more time with everyone.
      >>> 
      >>>    I'm home now and am now remembering all those things I had good
      >>>    intentions of doing before the show and for whatever reason, I
      >>>    didn't get to them.
      >>> 
      >>>    For those still at OSH,   Have great rest of the show and a safe
      >>>    journey home!
      >>> 
      >>>    Bob
      >>> 
      >>> 
      >>> 
      >>> 
      >>> 
      >>>    Sent from my iPad
      >>> 
      >>>    ==========
      >>>    arget="_blank">http://www.matronics.com/Navigator?RV10-List
      >>>    ==========
      >>>    http://forums.matronics.com
      >>>    ==========
      >>>    le, List Admin.
      >>>    ="_blank">http://www.matronics.com/contribution
      >>>    ==========
      >>> 
      >>> 
      >>> 
      >>> 
      >>> *
      >>> 
      >>> D============================================
      >>> List"">http://www.matronics.com/Navigator?RV10-List
      >>> D============================================
      >>> //forums.matronics.com
      >>> D============================================
      >>> ot;">http://www.matronics.com/contribution
      >>> D============================================
      >>> 
      >>> *
      >> *
      >> 
      >> 
      >> *
      > 
      > 
      > 
      > 
      > 
      
      
________________________________________________________________________________
From: 
"William Greenley" <wgreenley(at)gmail.com>
Subject: 
OSH
Date: 
Aug 01, 2014
      
      
      Someone mentioned that L3 said they were finishing a dual in and out ADSB
      that would be at the 3K price point.
      Bill Greenley
      
      -----Original Message-----
      From: owner-rv10-list-server(at)matronics.com
      [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Jesse Saint
      Sent: Friday, August 01, 2014 11:14 AM
      Subject: Re: RV10-List: OSH
      
      
      The only new ADS-B Out device I saw was the Appareo Transponder. It is not
      finished or certified yet, but they are building a transponder that will be
      ADS-B Out compliant with its internal WAAS GPS. As was already mentioned, it
      is not yet certified, so there is no telling when it will be ready or how
      much it will cost. We still have 5+ years before the mandate takes effect,
      and a lot can happen in that time, both with changing the requirement
      (similar to the 406MHz ELT's) and with cheaper options for compliance. More
      products in the marketplace means more competition, which should bring the
      price down.
      
      Jesse Saint
      Saint Aviation, Inc.
      jesse(at)saintaviation.com
      C: 352-427-0285
      F: 815-377-3694
      
      On Aug 1, 2014, at 10:52 AM, Kelly McMullen  wrote:
      
      > 
      > Tim,
      > That was my point about ADS-B out. There isn't a product that meets the
      2020 requirements in the under $3000 range that I am aware of, since you
      need both the transponder and certified GPS with means to coordinate with
      the Mode C if a UAT unit is selected.
      > Last I heard Navworx and other attempts at under $3000 were still seeking
      certification. Even the Trig products under various labels are still having
      problems getting approval of communications with various certified GPS
      units. Not to mention the FAA so far is requiring STCs for each combination
      along with airframe STCs. At the rate things are going there isn't a prayer
      of getting a large percentage of the fleet that uses the airspace required
      to have ADS-B to actually get them installed. I appreciate that the OBAM
      community has a much easier road, not needing the STCs, but the equipment
      still is very pricey and the manufacturer still has to show compliance with
      all the TSO requirements.
      > Kelly
      > On 8/1/2014 7:39 AM, Tim Olson wrote:
      >> This year wasn't a big year for significant product announcements.  I
      don't think that's the best thing about OSH though anyway.  It is just a
      great place to be, to go, and to fly into.
      >> Regarding ADS-B, I think that it's already to the point where ADS-B
      products are plentiful and "old news".  They've been available for many
      years....I've been flying mine for over half of my over 1000 hours.  You can
      get a unit that will integrate with most any system today.  So any new
      product announcement for ADS-B really isn't big news anymore....unless
      perhaps there is a dual channel in+out system with integral gps that can be
      bought for $1000 and integrate with any panel...that would still be
      newsworthy.
      >> Tim
      >> 
      >> On Aug 1, 2014, at 9:12 AM, Kelly McMullen > wrote:
      >> 
      >>> Sure would have liked to be there to see many friends from this and
      other lists........However, I have to wonder about the lack of reports of
      new or upgraded products. Other than Dynon adding some features to its
      Skyview, there seems to have been a real lack of activity.
      >>> I would have hoped for more activity in the ADS-B Out arena.
      >>> The FAA seems to have scooped the event with their proposed revision to
      airport hangar usage rules, which among many items, exclude amateur building
      of aircraft earlier than "final assembly" in on airport hangars, and claims
      that is not a change.
      >>> 
      >>> 
      >>> On Fri, Aug 1, 2014 at 6:27 AM, Bob Leffler > wrote:
      >>> 
      >>>    >
      >>> 
      >>>    It was great to see all my friends at OSH!
      >>> 
      >>>    I wish I had more time to spend more time with everyone.
      >>> 
      >>>    I'm home now and am now remembering all those things I had good
      >>>    intentions of doing before the show and for whatever reason, I
      >>>    didn't get to them.
      >>> 
      >>>    For those still at OSH,   Have great rest of the show and a safe
      >>>    journey home!
      >>> 
      >>>    Bob
      >>> 
      >>> 
      >>> 
      >>> 
      >>> 
      >>>    Sent from my iPad
      >>> 
      >>>    ==========
      >>>    arget="_blank">http://www.matronics.com/Navigator?RV10-List
      >>>    ==========
      >>>    http://forums.matronics.com
      >>>    ==========
      >>>    le, List Admin.
      >>>    ="_blank">http://www.matronics.com/contribution
      >>>    ==========
      >>> 
      >>> 
      >>> 
      >>> 
      >>> *
      >>> 
      >>> D======================
      >>> 3D=====================
      >>> List"">http://www.matronics.com/Navigator?RV10-List
      >>> D======================
      >>> 3D=====================
      >>> //forums.matronics.com
      >>> D======================
      >>> 3D=====================
      >>> ot;">http://www.matronics.com/contribution
      >>> D======================
      >>> 3D=====================
      >>> 
      >>> *
      >> *
      >> 
      >> 
      >> *
      > 
      > 
      > 
      > 
      > 
      
      
________________________________________________________________________________
From: 
David Saylor <saylor.dave(at)gmail.com>
Date: 
Aug 01, 2014
Subject: 
Kelly's comment about hangar use--not specific to RV-10s.
      
      I hadn't seen or heard anything about FAA's proposed hangar use rules.
      
      For those similarly in the dark, better read up.  Here's the link:
      
      http://tinyurl.com/mdas6m5
      
      The section titled "Use of Hangars for Fabrication and Assembly of
      Aircraft" is especially pretty.
      
      I imagine there'll be a little pushback...
      
      --Dave
      
________________________________________________________________________________
Subject: 
Re: OSH
From: 
"woxofswa" <woxof(at)aol.com>
Date: 
Aug 01, 2014
      
      
      Evie and I had a great time on the first long trip of the airplane. 
      
      Saw a lot of -10's that I would have loved to peek inside of but most had their
      doors closed and covers on. I opened mine up for an afternoon and had a ton of
      looky-loos who appreciated a chance to look and ask questions.
      
      --------
      Myron Nelson
      Mesa, AZ
      Flew May 10 2014
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=427749#427749
      
      
________________________________________________________________________________
Subject: 
Re: OSH
From: 
John Jessen <n212pj(at)gmail.com>
Date: 
Aug 01, 2014
      
      
      Wish it worked with Foreflight. Or maybe it does?
      
      > On Aug 1, 2014, at 8:08 AM, "Rene Felker"  wrote:
      > 
      > 
      > I think Navworx's got their certification.
      > 
      > I just installed the unit in my -10 (GRT EFIS) and I am in love.  Traffic and
      weather are great and works great with my WingX. 
      > 
      > Rene' Felker
      > N423CF
      > 801-721-6080
      > 
      > -----Original Message-----
      > From: owner-rv10-list-server(at)matronics.com [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Kelly McMullen
      > Sent: Friday, August 01, 2014 8:52 AM
      > To: rv10-list(at)matronics.com
      > Subject: Re: RV10-List: OSH
      > 
      > 
      > Tim,
      > That was my point about ADS-B out. There isn't a product that meets the
      > 2020 requirements in the under $3000 range that I am aware of, since you need
      both the transponder and certified GPS with means to coordinate with the Mode
      C if a UAT unit is selected.
      > Last I heard Navworx and other attempts at under $3000 were still seeking certification.
      Even the Trig products under various labels are still having problems
      getting approval of communications with various certified GPS units. Not to
      mention the FAA so far is requiring STCs for each combination along with airframe
      STCs. At the rate things are going there isn't a prayer of getting a large
      percentage of the fleet that uses the airspace required to have ADS-B to actually
      get them installed. 
      > I appreciate that the OBAM community has a much easier road, not needing the
      STCs, but the equipment still is very pricey and the manufacturer still has to
      show compliance with all the TSO requirements.
      > Kelly
      >> On 8/1/2014 7:39 AM, Tim Olson wrote:
      >> This year wasn't a big year for significant product announcements.  I 
      >> don't think that's the best thing about OSH though anyway.  It is just 
      >> a great place to be, to go, and to fly into.
      >> Regarding ADS-B, I think that it's already to the point where ADS-B 
      >> products are plentiful and "old news".  They've been available for 
      >> many years....I've been flying mine for over half of my over 1000 
      >> hours.  You can get a unit that will integrate with most any system 
      >> today.  So any new product announcement for ADS-B really isn't big 
      >> news anymore....unless perhaps there is a dual channel in+out system 
      >> with integral gps that can be bought for $1000 and integrate with any 
      >> panel...that would still be newsworthy.
      >> Tim
      >> 
      >> On Aug 1, 2014, at 9:12 AM, Kelly McMullen > > wrote:
      >> 
      >>> Sure would have liked to be there to see many friends from this and 
      >>> other lists........However, I have to wonder about the lack of 
      >>> reports of new or upgraded products. Other than Dynon adding some 
      >>> features to its Skyview, there seems to have been a real lack of 
      >>> activity.
      >>> I would have hoped for more activity in the ADS-B Out arena.
      >>> The FAA seems to have scooped the event with their proposed revision 
      >>> to airport hangar usage rules, which among many items, exclude 
      >>> amateur building of aircraft earlier than "final assembly" in on 
      >>> airport hangars, and claims that is not a change.
      >>> 
      >>> 
      >>> On Fri, Aug 1, 2014 at 6:27 AM, Bob Leffler >> > wrote:
      >>> 
      >>>    >
      >>> 
      >>>    It was great to see all my friends at OSH!
      >>> 
      >>>    I wish I had more time to spend more time with everyone.
      >>> 
      >>>    I'm home now and am now remembering all those things I had good
      >>>    intentions of doing before the show and for whatever reason, I
      >>>    didn't get to them.
      >>> 
      >>>    For those still at OSH,   Have great rest of the show and a safe
      >>>    journey home!
      >>> 
      >>>    Bob
      >>> 
      >>> 
      >>> 
      >>> 
      >>> 
      >>>    Sent from my iPad
      >>> 
      >>>    ==========
      >>>    arget="_blank">http://www.matronics.com/Navigator?RV10-List
      >>>    ==========
      >>>    http://forums.matronics.com
      >>>    ==========
      >>>    le, List Admin.
      >>>    ="_blank">http://www.matronics.com/contribution
      >>>    ==========
      >>> 
      >>> 
      >>> 
      >>> 
      >>> *
      >>> 
      >>> D=======================3
      >>> D=====================
      >>> List"">http://www.matronics.com/Navigator?RV10-List
      >>> D=======================3
      >>> D=====================
      >>> //forums.matronics.com
      >>> D=======================3
      >>> D=====================
      >>> ot;">http://www.matronics.com/contribution
      >>> D=======================3
      >>> D=====================
      >>> 
      >>> *
      >> *
      >> 
      >> 
      >> *
      > 
      > 
      > 
      > 
      > 
      > 
      > 
      > 
      > 
      > 
      > 
      
      
________________________________________________________________________________
Date: 
Aug 01, 2014
From: 
Linn Walters <flying-nut(at)cfl.rr.com>
Subject: 
Re: Stuck in Cheyenne
      
      
      On 8/1/2014 1:22 PM, David Saylor wrote:
      > Thanks Jesse.  I did some digging around and found a Goodyear document 
      > that says, at least for Goodyear tires, that 600-6s are about 2" 
      > larger in diameter.  So yeah, I wouldn't think the fairings would go 
      > back on.
      >
      > The 600-6s are also a few pounds heavier.  That probably drove Vans' 
      > selection, but it shouldn't keep someone from using them if necessary.
      >
      > --Dave
      OK, would anyone that has not mounted the pants consider mounting them 
      over 600-6s?????  They'd only be 1" higher.
      
      Linn
      
      
________________________________________________________________________________
From: 
Tim Olson <Tim(at)MyRV10.com>
Subject: 
Re: OSH
Date: 
Aug 01, 2014
      
      
      Foreflight is too closed to offer anybody else's receiver to work. Other products
      work with most every other receiver there is.
      That's another reason I prefer wingX other than as a preflight planner.
      Tim
      
      > On Aug 1, 2014, at 1:56 PM, John Jessen  wrote:
      > 
      > 
      > Wish it worked with Foreflight. Or maybe it does?
      > 
      >> On Aug 1, 2014, at 8:08 AM, "Rene Felker"  wrote:
      >> 
      >> 
      >> I think Navworx's got their certification.
      >> 
      >> I just installed the unit in my -10 (GRT EFIS) and I am in love.  Traffic and
      weather are great and works great with my WingX. 
      >> 
      >> Rene' Felker
      >> N423CF
      >> 801-721-6080
      >> 
      >> -----Original Message-----
      >> From: owner-rv10-list-server(at)matronics.com [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Kelly McMullen
      >> Sent: Friday, August 01, 2014 8:52 AM
      >> To: rv10-list(at)matronics.com
      >> Subject: Re: RV10-List: OSH
      >> 
      >> 
      >> Tim,
      >> That was my point about ADS-B out. There isn't a product that meets the
      >> 2020 requirements in the under $3000 range that I am aware of, since you need
      both the transponder and certified GPS with means to coordinate with the Mode
      C if a UAT unit is selected.
      >> Last I heard Navworx and other attempts at under $3000 were still seeking certification.
      Even the Trig products under various labels are still having problems
      getting approval of communications with various certified GPS units. Not
      to mention the FAA so far is requiring STCs for each combination along with airframe
      STCs. At the rate things are going there isn't a prayer of getting a large
      percentage of the fleet that uses the airspace required to have ADS-B to actually
      get them installed. 
      >> I appreciate that the OBAM community has a much easier road, not needing the
      STCs, but the equipment still is very pricey and the manufacturer still has to
      show compliance with all the TSO requirements.
      >> Kelly
      >>> On 8/1/2014 7:39 AM, Tim Olson wrote:
      >>> This year wasn't a big year for significant product announcements.  I 
      >>> don't think that's the best thing about OSH though anyway.  It is just 
      >>> a great place to be, to go, and to fly into.
      >>> Regarding ADS-B, I think that it's already to the point where ADS-B 
      >>> products are plentiful and "old news".  They've been available for 
      >>> many years....I've been flying mine for over half of my over 1000 
      >>> hours.  You can get a unit that will integrate with most any system 
      >>> today.  So any new product announcement for ADS-B really isn't big 
      >>> news anymore....unless perhaps there is a dual channel in+out system 
      >>> with integral gps that can be bought for $1000 and integrate with any 
      >>> panel...that would still be newsworthy.
      >>> Tim
      >>> 
      >>> On Aug 1, 2014, at 9:12 AM, Kelly McMullen >> > wrote:
      >>> 
      >>>> Sure would have liked to be there to see many friends from this and 
      >>>> other lists........However, I have to wonder about the lack of 
      >>>> reports of new or upgraded products. Other than Dynon adding some 
      >>>> features to its Skyview, there seems to have been a real lack of 
      >>>> activity.
      >>>> I would have hoped for more activity in the ADS-B Out arena.
      >>>> The FAA seems to have scooped the event with their proposed revision 
      >>>> to airport hangar usage rules, which among many items, exclude 
      >>>> amateur building of aircraft earlier than "final assembly" in on 
      >>>> airport hangars, and claims that is not a change.
      >>>> 
      >>>> 
      >>>> On Fri, Aug 1, 2014 at 6:27 AM, Bob Leffler >>> > wrote:
      >>>> 
      >>>>   >
      >>>> 
      >>>>   It was great to see all my friends at OSH!
      >>>> 
      >>>>   I wish I had more time to spend more time with everyone.
      >>>> 
      >>>>   I'm home now and am now remembering all those things I had good
      >>>>   intentions of doing before the show and for whatever reason, I
      >>>>   didn't get to them.
      >>>> 
      >>>>   For those still at OSH,   Have great rest of the show and a safe
      >>>>   journey home!
      >>>> 
      >>>>   Bob
      >>>> 
      >>>> 
      >>>> 
      >>>> 
      >>>> 
      >>>>   Sent from my iPad
      >>>> 
      >>>>   ==========
      >>>>   arget="_blank">http://www.matronics.com/Navigator?RV10-List
      >>>>   ==========
      >>>>   http://forums.matronics.com
      >>>>   ==========
      >>>>   le, List Admin.
      >>>>   ="_blank">http://www.matronics.com/contribution
      >>>>   ==========
      >>>> 
      >>>> 
      >>>> 
      >>>> 
      >>>> *
      >>>> 
      >>>> D=======================3
      >>>> D=====================
      >>>> List"">http://www.matronics.com/Navigator?RV10-List
      >>>> D=======================3
      >>>> D=====================
      >>>> //forums.matronics.com
      >>>> D=======================3
      >>>> D=====================
      >>>> ot;">http://www.matronics.com/contribution
      >>>> D=======================3
      >>>> D=====================
      >>>> 
      >>>> *
      >>> *
      >>> 
      >>> 
      >>> *
      > 
      > 
      > 
      > 
      > 
      
      
________________________________________________________________________________
From: 
"Rene Felker" <rene(at)felker.com>
Subject: 
OSH
Date: 
Aug 01, 2014
      
      
      I don't have any experience with Foreflight, but all my experience with
      WingX has been great.
      
      I use voyager for flight planning.....do I dare say......when I do flight
      planning.
      
      On my last trip....Ogden UT to Coos Bay Oregon....I found a couple refueling
      options (my wife suffers from TB (tiny bladder)) via AirNav.com and did the
      flight plan on the fly.  Updated TFR's in WingX before I left and got the
      weather via ASD-B in the air.  I had looked at the weather the night before
      so knew what to expect.
      
      What an age we live in.....  
      
      Rene' Felker
      N423CF
      801-721-6080
      
      
      -----Original Message-----
      From: owner-rv10-list-server(at)matronics.com
      [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Tim Olson
      Sent: Friday, August 01, 2014 1:34 PM
      Subject: Re: RV10-List: OSH
      
      
      Foreflight is too closed to offer anybody else's receiver to work. Other
      products work with most every other receiver there is.
      That's another reason I prefer wingX other than as a preflight planner.
      Tim
      
      > On Aug 1, 2014, at 1:56 PM, John Jessen  wrote:
      > 
      > 
      > Wish it worked with Foreflight. Or maybe it does?
      > 
      >> On Aug 1, 2014, at 8:08 AM, "Rene Felker"  wrote:
      >> 
      >> 
      >> I think Navworx's got their certification.
      >> 
      >> I just installed the unit in my -10 (GRT EFIS) and I am in love.  Traffic
      and weather are great and works great with my WingX. 
      >> 
      >> Rene' Felker
      >> N423CF
      >> 801-721-6080
      >> 
      >> -----Original Message-----
      >> From: owner-rv10-list-server(at)matronics.com 
      >> [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Kelly 
      >> McMullen
      >> Sent: Friday, August 01, 2014 8:52 AM
      >> To: rv10-list(at)matronics.com
      >> Subject: Re: RV10-List: OSH
      >> 
      >> 
      >> Tim,
      >> That was my point about ADS-B out. There isn't a product that meets 
      >> the
      >> 2020 requirements in the under $3000 range that I am aware of, since you
      need both the transponder and certified GPS with means to coordinate with
      the Mode C if a UAT unit is selected.
      >> Last I heard Navworx and other attempts at under $3000 were still seeking
      certification. Even the Trig products under various labels are still having
      problems getting approval of communications with various certified GPS
      units. Not to mention the FAA so far is requiring STCs for each combination
      along with airframe STCs. At the rate things are going there isn't a prayer
      of getting a large percentage of the fleet that uses the airspace required
      to have ADS-B to actually get them installed. 
      >> I appreciate that the OBAM community has a much easier road, not needing
      the STCs, but the equipment still is very pricey and the manufacturer still
      has to show compliance with all the TSO requirements.
      >> Kelly
      >>> On 8/1/2014 7:39 AM, Tim Olson wrote:
      >>> This year wasn't a big year for significant product announcements.  
      >>> I don't think that's the best thing about OSH though anyway.  It is 
      >>> just a great place to be, to go, and to fly into.
      >>> Regarding ADS-B, I think that it's already to the point where ADS-B 
      >>> products are plentiful and "old news".  They've been available for 
      >>> many years....I've been flying mine for over half of my over 1000 
      >>> hours.  You can get a unit that will integrate with most any system 
      >>> today.  So any new product announcement for ADS-B really isn't big 
      >>> news anymore....unless perhaps there is a dual channel in+out system 
      >>> with integral gps that can be bought for $1000 and integrate with 
      >>> any panel...that would still be newsworthy.
      >>> Tim
      >>> 
      >>> On Aug 1, 2014, at 9:12 AM, Kelly McMullen >> > wrote:
      >>> 
      >>>> Sure would have liked to be there to see many friends from this and 
      >>>> other lists........However, I have to wonder about the lack of 
      >>>> reports of new or upgraded products. Other than Dynon adding some 
      >>>> features to its Skyview, there seems to have been a real lack of 
      >>>> activity.
      >>>> I would have hoped for more activity in the ADS-B Out arena.
      >>>> The FAA seems to have scooped the event with their proposed 
      >>>> revision to airport hangar usage rules, which among many items, 
      >>>> exclude amateur building of aircraft earlier than "final assembly" 
      >>>> in on airport hangars, and claims that is not a change.
      >>>> 
      >>>> 
      >>>> On Fri, Aug 1, 2014 at 6:27 AM, Bob Leffler >>> > wrote:
      >>>> 
      >>>>   >
      >>>> 
      >>>>   It was great to see all my friends at OSH!
      >>>> 
      >>>>   I wish I had more time to spend more time with everyone.
      >>>> 
      >>>>   I'm home now and am now remembering all those things I had good
      >>>>   intentions of doing before the show and for whatever reason, I
      >>>>   didn't get to them.
      >>>> 
      >>>>   For those still at OSH,   Have great rest of the show and a safe
      >>>>   journey home!
      >>>> 
      >>>>   Bob
      >>>> 
      >>>> 
      >>>> 
      >>>> 
      >>>> 
      >>>>   Sent from my iPad
      >>>> 
      >>>>   ==========
      >>>>   arget="_blank">http://www.matronics.com/Navigator?RV10-List
      >>>>   ==========
      >>>>   http://forums.matronics.com
      >>>>   ==========
      >>>>   le, List Admin.
      >>>>   ="_blank">http://www.matronics.com/contribution
      >>>>   ==========
      >>>> 
      >>>> 
      >>>> 
      >>>> 
      >>>> *
      >>>> 
      >>>> D=====================
      >>>> =3 
      >>>> D=====================
      >>>> List"">http://www.matronics.com/Navigator?RV10-List
      >>>> D=====================
      >>>> =3 
      >>>> D=====================
      >>>> //forums.matronics.com
      >>>> D=====================
      >>>> =3 
      >>>> D=====================
      >>>> ot;">http://www.matronics.com/contribution
      >>>> D=====================
      >>>> =3 
      >>>> D=====================
      >>>> 
      >>>> *
      >>> *
      >>> 
      >>> 
      >>> *
      > 
      > 
      > 
      > 
      > 
      
      
________________________________________________________________________________
From: 
<lewgall(at)charter.net>
Subject: 
Re: Stuck in Cheyenne
Date: 
Aug 01, 2014
      
      
      Hey Linn,
      
      You might want to consider clearance on the lower end of the pants ... the 
      higher you raise them to get top tire clearance, the more you have 
      interference with bleed valve/brake bolt clearance on the bottom end.
      
      Later, - Lew
      
      OK, would anyone that has not mounted the pants consider mounting them
      over 600-6s?????  They'd only be 1" higher.
      
      Linn
      
      
________________________________________________________________________________
Date: 
Aug 01, 2014
From: 
Chris <toaster73(at)embarqmail.com>
Subject: 
24 month ifr check
      
      
      Does anyone have a recommendation on an avionics shop nearest to eastern NC that
      will do this check on my 10? I have the GRT Hx's sending altitude to a gtx 327.
      Thanks
      Chris Lucas
      
      
________________________________________________________________________________
Subject: 
Re: OSH
From: 
John Jessen <n212pj(at)gmail.com>
Date: 
Aug 01, 2014
      
      
      Might have to give WingX a try. 
      
      > On Aug 1, 2014, at 12:47 PM, "Rene Felker"  wrote:
      > 
      > 
      > I don't have any experience with Foreflight, but all my experience with
      > WingX has been great.
      > 
      > I use voyager for flight planning.....do I dare say......when I do flight
      > planning.
      > 
      > On my last trip....Ogden UT to Coos Bay Oregon....I found a couple refueling
      > options (my wife suffers from TB (tiny bladder)) via AirNav.com and did the
      > flight plan on the fly.  Updated TFR's in WingX before I left and got the
      > weather via ASD-B in the air.  I had looked at the weather the night before
      > so knew what to expect.
      > 
      > What an age we live in.....  
      > 
      > Rene' Felker
      > N423CF
      > 801-721-6080
      > 
      > 
      > -----Original Message-----
      > From: owner-rv10-list-server(at)matronics.com
      > [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Tim Olson
      > Sent: Friday, August 01, 2014 1:34 PM
      > To: rv10-list(at)matronics.com
      > Subject: Re: RV10-List: OSH
      > 
      > 
      > Foreflight is too closed to offer anybody else's receiver to work. Other
      > products work with most every other receiver there is.
      > That's another reason I prefer wingX other than as a preflight planner.
      > Tim
      > 
      >> On Aug 1, 2014, at 1:56 PM, John Jessen  wrote:
      >> 
      >> 
      >> Wish it worked with Foreflight. Or maybe it does?
      >> 
      >>> On Aug 1, 2014, at 8:08 AM, "Rene Felker"  wrote:
      >>> 
      >>> 
      >>> I think Navworx's got their certification.
      >>> 
      >>> I just installed the unit in my -10 (GRT EFIS) and I am in love.  Traffic
      > and weather are great and works great with my WingX. 
      >>> 
      >>> Rene' Felker
      >>> N423CF
      >>> 801-721-6080
      >>> 
      >>> -----Original Message-----
      >>> From: owner-rv10-list-server(at)matronics.com 
      >>> [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Kelly 
      >>> McMullen
      >>> Sent: Friday, August 01, 2014 8:52 AM
      >>> To: rv10-list(at)matronics.com
      >>> Subject: Re: RV10-List: OSH
      >>> 
      >>> 
      >>> Tim,
      >>> That was my point about ADS-B out. There isn't a product that meets 
      >>> the
      >>> 2020 requirements in the under $3000 range that I am aware of, since you
      > need both the transponder and certified GPS with means to coordinate with
      > the Mode C if a UAT unit is selected.
      >>> Last I heard Navworx and other attempts at under $3000 were still seeking
      > certification. Even the Trig products under various labels are still having
      > problems getting approval of communications with various certified GPS
      > units. Not to mention the FAA so far is requiring STCs for each combination
      > along with airframe STCs. At the rate things are going there isn't a prayer
      > of getting a large percentage of the fleet that uses the airspace required
      > to have ADS-B to actually get them installed. 
      >>> I appreciate that the OBAM community has a much easier road, not needing
      > the STCs, but the equipment still is very pricey and the manufacturer still
      > has to show compliance with all the TSO requirements.
      >>> Kelly
      >>>> On 8/1/2014 7:39 AM, Tim Olson wrote:
      >>>> This year wasn't a big year for significant product announcements.  
      >>>> I don't think that's the best thing about OSH though anyway.  It is 
      >>>> just a great place to be, to go, and to fly into.
      >>>> Regarding ADS-B, I think that it's already to the point where ADS-B 
      >>>> products are plentiful and "old news".  They've been available for 
      >>>> many years....I've been flying mine for over half of my over 1000 
      >>>> hours.  You can get a unit that will integrate with most any system 
      >>>> today.  So any new product announcement for ADS-B really isn't big 
      >>>> news anymore....unless perhaps there is a dual channel in+out system 
      >>>> with integral gps that can be bought for $1000 and integrate with 
      >>>> any panel...that would still be newsworthy.
      >>>> Tim
      >>>> 
      >>>> On Aug 1, 2014, at 9:12 AM, Kelly McMullen >>> > wrote:
      >>>> 
      >>>>> Sure would have liked to be there to see many friends from this and 
      >>>>> other lists........However, I have to wonder about the lack of 
      >>>>> reports of new or upgraded products. Other than Dynon adding some 
      >>>>> features to its Skyview, there seems to have been a real lack of 
      >>>>> activity.
      >>>>> I would have hoped for more activity in the ADS-B Out arena.
      >>>>> The FAA seems to have scooped the event with their proposed 
      >>>>> revision to airport hangar usage rules, which among many items, 
      >>>>> exclude amateur building of aircraft earlier than "final assembly" 
      >>>>> in on airport hangars, and claims that is not a change.
      >>>>> 
      >>>>> 
      >>>>> On Fri, Aug 1, 2014 at 6:27 AM, Bob Leffler >>>> > wrote:
      >>>>> 
      >>>>>  >
      >>>>> 
      >>>>>  It was great to see all my friends at OSH!
      >>>>> 
      >>>>>  I wish I had more time to spend more time with everyone.
      >>>>> 
      >>>>>  I'm home now and am now remembering all those things I had good
      >>>>>  intentions of doing before the show and for whatever reason, I
      >>>>>  didn't get to them.
      >>>>> 
      >>>>>  For those still at OSH,   Have great rest of the show and a safe
      >>>>>  journey home!
      >>>>> 
      >>>>>  Bob
      >>>>> 
      >>>>> 
      >>>>> 
      >>>>> 
      >>>>> 
      >>>>>  Sent from my iPad
      >>>>> 
      >>>>>  ==========
      >>>>>  arget="_blank">http://www.matronics.com/Navigator?RV10-List
      >>>>>  ==========
      >>>>>  http://forums.matronics.com
      >>>>>  ==========
      >>>>>  le, List Admin.
      >>>>>  ="_blank">http://www.matronics.com/contribution
      >>>>>  ==========
      >>>>> 
      >>>>> 
      >>>>> 
      >>>>> 
      >>>>> *
      >>>>> 
      >>>>> D=====================
      >>>>> =3 
      >>>>> D=====================
      >>>>> List"">http://www.matronics.com/Navigator?RV10-List
      >>>>> D=====================
      >>>>> =3 
      >>>>> D=====================
      >>>>> //forums.matronics.com
      >>>>> D=====================
      >>>>> =3 
      >>>>> D=====================
      >>>>> ot;">http://www.matronics.com/contribution
      >>>>> D=====================
      >>>>> =3 
      >>>>> D=====================
      >>>>> 
      >>>>> *
      >>>> *
      >>>> 
      >>>> 
      >>>> *
      > 
      > 
      > 
      > 
      > 
      > 
      > 
      > 
      > 
      > 
      
      
________________________________________________________________________________
Date: 
Aug 02, 2014
From: 
Bill Watson <Mauledriver(at)nc.rr.com>
Subject: 
Re: OSH
      
      
      Same here.  I tried to open it up whenever I was nearby and got plenty 
      of looky-loos - which isn't to say they weren't serious lookers.
      
      Met a chap from Western AUS who was a bit confounded by Vans' apparent 
      lack of interest in his interest.  I was glad to give him as much of a 
      tour as he wanted while explaining that while sales, marketing and 
      support may not by Vans strong point, engineering, design and 
      performance is - and I guess that could pass for a form of  marketing.  
      The product does seem to sell itself which is what we all dream of.
      
      I've seen a lot of complaints from show attendees about the lack of 
      knowledge of vendor reps at the show.  My experience from the vendor 
      side of biz shows is that 1) they are generally a bit of a pain in the 
      buttocks, 2) vendor people are sent as a kind of perk, developmental 
      opportunity or punishment and 3) they aren't very productive.  It's a 
      shame because the bad taste generated in the marketplace can linger.  
      But let's face it, most informational exchanges can be done better 
      electronically and when some F2F is required, somewhere other than a 
      show is going to be more productive and effective.
      
      Bill "I attended for the booze" Watson
      
      On 8/1/2014 1:36 PM, woxofswa wrote:
      >
      > Evie and I had a great time on the first long trip of the airplane.
      >
      > Saw a lot of -10's that I would have loved to peek inside of but most had their
      doors closed and covers on. I opened mine up for an afternoon and had a ton
      of looky-loos who appreciated a chance to look and ask questions.
      >
      > --------
      > Myron Nelson
      > Mesa, AZ
      > Flew May 10 2014
      >
      >
      > Read this topic online here:
      >
      > http://forums.matronics.com/viewtopic.php?p=427749#427749
      >
      >
      > -----
      > No virus found in this message.
      > Checked by AVG - www.avg.com
      >
      >
      
      
________________________________________________________________________________
Date: 
Aug 02, 2014
From: 
Bill Watson <Mauledriver(at)nc.rr.com>
Subject: 
Re: 24 month ifr check
      
      
      Sparkchasers at KJNX did mine with that particular setup - no problem.  
      Is that eastern?  Do planes fly? :-)
      
      On 8/1/2014 7:36 PM, Chris wrote:
      >
      > Does anyone have a recommendation on an avionics shop nearest to eastern NC that
      will do this check on my 10? I have the GRT Hx's sending altitude to a gtx
      327.
      > Thanks
      > Chris Lucas
      >
      >
      > -----
      > No virus found in this message.
      > Checked by AVG - www.avg.com
      >
      >
      
      
________________________________________________________________________________
Date: 
Aug 02, 2014
Subject: 
Re: 24 month ifr check
From: 
Tom Strickland <tom(at)sourcenet.com>
      
      Sparkchasers KJNX has always treated me well. Call get appointment.
      On Aug 1, 2014 7:50 PM, "Chris"  wrote:
      
      >
      > Does anyone have a recommendation on an avionics shop nearest to eastern
      > NC that will do this check on my 10? I have the GRT Hx's sending altitude
      > to a gtx 327.
      > Thanks
      > Chris Lucas
      >
      >
      
________________________________________________________________________________
From: 
"Chris Hukill" <cjhukill(at)cox.net>
Subject: 
forward baffle ramps
Date: 
Aug 02, 2014
      
      I am in the process of fitting the forward baffle ramps, and am 
      wondering if anyone has found a more aesthetic method of sealing the 
      ramp to the inlets, without the unsightly rubber seal laying on the 
      ramp, as the plans call for. On my RV8, I set the ramps slightly below 
      the cowl lip, omitted the rubber seals, and have no cooling issues, and 
      an easy to remove lower cowl. Is there anyone who has gone that route 
      with the RV10 that can provide feedback. How about another method that 
      has worked and looks good. Please share with pictures if you have such a 
      solution.
      Chris Hukill
      baffled
      
________________________________________________________________________________
From: 
Roger Standley <taildragon(at)msn.com>
Subject: 
Re: OSH
Date: 
Aug 02, 2014
      
      Agreed. Go for the show but the real information comes from current owners 
      and the people you meet.
      
      > Date: Sat=2C 2 Aug 2014 00:43:12 -0400
      > From: Mauledriver(at)nc.rr.com
      > To: rv10-list(at)matronics.com
      > Subject: Re: RV10-List: Re: OSH
      > 
      > 
      > Same here.  I tried to open it up whenever I was nearby and got plenty 
      > of looky-loos - which isn't to say they weren't serious lookers.
      > 
      > Met a chap from Western AUS who was a bit confounded by Vans' apparent 
      > lack of interest in his interest.  I was glad to give him as much of a 
      > tour as he wanted while explaining that while sales=2C marketing and 
      > support may not by Vans strong point=2C engineering=2C design and 
      > performance is - and I guess that could pass for a form of  marketing.  
      > The product does seem to sell itself which is what we all dream of.
      > 
      > I've seen a lot of complaints from show attendees about the lack of 
      > knowledge of vendor reps at the show.  My experience from the vendor 
      > side of biz shows is that 1) they are generally a bit of a pain in the 
      > buttocks=2C 2) vendor people are sent as a kind of perk=2C developmental
      
      > opportunity or punishment and 3) they aren't very productive.  It's a 
      > shame because the bad taste generated in the marketplace can linger.  
      > But let's face it=2C most informational exchanges can be done better 
      > electronically and when some F2F is required=2C somewhere other than a 
      > show is going to be more productive and effective.
      > 
      > Bill "I attended for the booze" Watson
      > 
      > On 8/1/2014 1:36 PM=2C woxofswa wrote:
      > >
      > > Evie and I had a great time on the first long trip of the airplane.
      > >
      > > Saw a lot of -10's that I would have loved to peek inside of but most h
      ad their doors closed and covers on. I opened mine up for an afternoon and 
      had a ton of looky-loos who appreciated a chance to look and ask questions.
      > >
      > > --------
      > > Myron Nelson
      > > Mesa=2C AZ
      > > Flew May 10 2014
      > >
      > >
      > >
      > >
      > > Read this topic online here:
      > >
      > > http://forums.matronics.com/viewtopic.php?p=427749#427749
      > >
      > >
      > >
      > >
      > >
      > >
      > >
      > >
      > >
      > >
      > >
      > >
      > > -----
      > > No virus found in this message.
      > > Checked by AVG - www.avg.com
      > >
      > >
      > 
      > 
      ===========
      ===========
      ===========
      ===========
      > 
      > 
      > 
       		 	   		  
      
________________________________________________________________________________
Subject: 
Re: forward baffle ramps
From: 
Tcwtech <rnewman(at)tcwtech.com>
Date: 
Aug 02, 2014
      
      I have no baffle seal material on the front ramps as described.  The baffle j
      ust nicely tucks under the inlet lip by about 1/16".   It's worked very nice
      ly, looks good and no cooling issues.  
      N541RV
      200 hrs. 
      
      Bob Newman
      TCW Technologies, LLC
      
      
      > On Aug 2, 2014, at 8:01 AM, "Chris Hukill"  wrote:
      > 
      > I am in the process of fitting the forward baffle ramps, and am wondering i
      f anyone has found a more aesthetic method of sealing the ramp to the inlets
      , without the unsightly rubber seal laying on the ramp, as the plans call fo
      r. On my RV8, I set the ramps slightly below the cowl lip, omitted the rubbe
      r seals, and have no cooling issues, and an easy to remove lower cowl. Is th
      ere anyone who has gone that route with the RV10 that can provide feedback. H
      ow about another method that has worked and looks good. Please share with pi
      ctures if you have such a solution.
      > Chris Hukill
      > baffled
      >  
      > 
      > 
      3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3
      D=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=3
      D=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=3
      D=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=3
      D=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: 
"g.combs" <g.combs(at)aerosportmodeling.com>
Subject: 
Re: forward baffle ramps
Date: 
Aug 02, 2014
      
      Chris 
      I do not have the forward baffles either. I have no cooling problems.
      Mine fit like Bobs and look much better
      
      Geoff
      
      Sent from my iPhone
      Geoff Combs
      Aerosport Modeling & Design
      
      
      > On Aug 2, 2014, at 9:01 AM, "Chris Hukill"  wrote:
      > 
      > I am in the process of fitting the forward baffle ramps, and am wondering i
      f anyone has found a more aesthetic method of sealing the ramp to the inlets
      , without the unsightly rubber seal laying on the ramp, as the plans call fo
      r. On my RV8, I set the ramps slightly below the cowl lip, omitted the rubbe
      r seals, and have no cooling issues, and an easy to remove lower cowl. Is th
      ere anyone who has gone that route with the RV10 that can provide feedback. H
      ow about another method that has worked and looks good. Please share with pi
      ctures if you have such a solution.
      > Chris Hukill
      > baffled
      >  
      > 
      > 
      3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3
      D=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=3
      D=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=3
      D=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=3
      D=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
      > 
      
________________________________________________________________________________
Date: 
Aug 02, 2014
From: 
Chris <toaster73(at)embarqmail.com>
Subject: 
Re: 24 month ifr check
      
      
      Thanks I will contact them. Always a comedian! ;>)
      -Chris
      
      ----- Original Message -----
      From: Bill Watson <Mauledriver(at)nc.rr.com>
      Subject: Re: RV10-List: 24 month ifr check
      
      
      Sparkchasers at KJNX did mine with that particular setup - no problem. 
      Is that eastern? Do planes fly? :-)
      
      On 8/1/2014 7:36 PM, Chris wrote:
      >
      > Does anyone have a recommendation on an avionics shop nearest to eastern NC that
      will do this check on my 10? I have the GRT Hx's sending altitude to a gtx
      327.
      > Thanks
      > Chris Lucas
      >
      >
      > -----
      > No virus found in this message.
      > Checked by AVG - www.avg.com
      >
      >
      
      
________________________________________________________________________________
From: 
Tal Holloway <whodja(at)gmail.com>
Subject: 
Did anyone get a chance to visit the Titan Engine Booth?
Date: 
Aug 03, 2014
      
      
      I was very impressed with this engine but wanted to hear what other RV builders
      thought.
      http://www.titanengine.com/exp/
      
      Also, thank you to Ed and the gang for putting together the RV-10 dinner. It was
      nice to put a face with the emails. I look forward to building and the many
      years of flying.
      
      Tal Holloway
      Building
      
      
________________________________________________________________________________
Subject: 
Re: Did anyone get a chance to visit the Titan Engine Booth?
From: 
Jesse Saint <jesse(at)saintaviation.com>
Date: 
Aug 03, 2014
      
      
      I was disappointed to see that it cost about the same as a Lycoming. 
      
      Jesse Saint
      I-TEC, Inc.
      jesse(at)itecusa.org
      www.itecusa.org
      www.mavericklsa.com
      C: 352-427-0285
      O: 352-465-4545
      F: 815-377-3694
      
      Sent from my iPhone
      
      > On Aug 3, 2014, at 9:23 AM, Tal Holloway  wrote:
      > 
      > 
      > I was very impressed with this engine but wanted to hear what other RV builders
      thought.
      > http://www.titanengine.com/exp/
      > 
      > Also, thank you to Ed and the gang for putting together the RV-10 dinner. It
      was nice to put a face with the emails. I look forward to building and the many
      years of flying.
      > 
      > Tal Holloway
      > Building
      > 
      > 
      > 
      > 
      
      
________________________________________________________________________________
From: 
Carl Froehlich <carl.froehlich(at)verizon.net>
Subject: 
Stranded in Kansas City
Date: 
Aug 03, 2014
      
      
      Need some part numbers.
      
      A Rhode Island Air National Guard C-130 prop blasted my plane on the ramp at KIXD.
      The good  news I was on the prop when he went to beta to back up on the ramp
      so I was able to hold the plane somewhat as the blast spun it around.  The
      bad new is the blast got under the pilot door, flipping it up and the hinges
      snapped in half.  The door did a midair pivot and then bounced along the right
      wing and ended up in the grass.  The damage is significant, but not structural.
      
      What I need is the part numbers for the pilot side hinges and the pop rivet size
      for the door brace bracket.  I'll call Van's tomorrow to get them sent overnight.
      Once back at the home hangar I'll figure out how much skin needs to be
      replaced.
      
      I expressed my disagreement with the C-130's pilot on his action.
      
      Carl
      
      
________________________________________________________________________________
Date: 
Aug 03, 2014
From: 
Ron Walker <n520tx(at)gmail.com>
Subject: 
Re: Stranded in Kansas City
      
      
      WD-1018L/WD-1019L for the front
      
      and
      
      WD-1018R/WD-1019R for the rear
      
      LP4-3 for the pop rivets
      
      Sorry about the situation, and I do hope the National Guard will fess up 
      to the $$$ damage.
      
      --Ron
      
      On 8/3/2014 2:52 PM, Carl Froehlich wrote:
      >
      > Need some part numbers.
      >
      > A Rhode Island Air National Guard C-130 prop blasted my plane on the ramp at
      KIXD.  The good  news I was on the prop when he went to beta to back up on the
      ramp so I was able to hold the plane somewhat as the blast spun it around.  The
      bad new is the blast got under the pilot door, flipping it up and the hinges
      snapped in half.  The door did a midair pivot and then bounced along the right
      wing and ended up in the grass.  The damage is significant, but not structural.
      >
      > What I need is the part numbers for the pilot side hinges and the pop rivet size
      for the door brace bracket.  I'll call Van's tomorrow to get them sent overnight.
      Once back at the home hangar I'll figure out how much skin needs to be
      replaced.
      >
      > I expressed my disagreement with the C-130's pilot on his action.
      >
      > Carl
      >
      >
      
      
________________________________________________________________________________
From: 
"Bob Leffler" <rv(at)thelefflers.com>
Subject: 
Stranded in Kansas City
Date: 
Aug 03, 2014
      
      
      I sent a copy of the door plans to Carl's email.
      
      bob
      
      -----Original Message-----
      From: owner-rv10-list-server(at)matronics.com
      [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Carl Froehlich
      Sent: Sunday, August 03, 2014 3:52 PM
      Subject: RV10-List: Stranded in Kansas City
      
      --> 
      
      Need some part numbers.
      
      A Rhode Island Air National Guard C-130 prop blasted my plane on the ramp at
      KIXD.  The good  news I was on the prop when he went to beta to back up on
      the ramp so I was able to hold the plane somewhat as the blast spun it
      around.  The bad new is the blast got under the pilot door, flipping it up
      and the hinges snapped in half.  The door did a midair pivot and then
      bounced along the right wing and ended up in the grass.  The damage is
      significant, but not structural.
      
      What I need is the part numbers for the pilot side hinges and the pop rivet
      size for the door brace bracket.  I'll call Van's tomorrow to get them sent
      overnight.  Once back at the home hangar I'll figure out how much skin needs
      to be replaced.
      
      I expressed my disagreement with the C-130's pilot on his action.
      
      Carl
      
      
________________________________________________________________________________
Subject: 
Re: Stranded in Kansas City
From: 
Jesse Saint <jesse(at)saintaviation.com>
Date: 
Aug 03, 2014
      
      
      You could get a plate and bolt across where the hinges go with the door closed
      and get in from the copilot side and fly home like that. Then you would have your
      tools and shop to do the repair. 
      
      Jesse Saint
      I-TEC, Inc.
      jesse(at)itecusa.org
      www.itecusa.org
      www.mavericklsa.com
      C: 352-427-0285
      O: 352-465-4545
      F: 815-377-3694
      
      Sent from my iPhone
      
      > On Aug 3, 2014, at 3:52 PM, Carl Froehlich  wrote:
      > 
      > 
      > Need some part numbers.
      > 
      > A Rhode Island Air National Guard C-130 prop blasted my plane on the ramp at
      KIXD.  The good  news I was on the prop when he went to beta to back up on the
      ramp so I was able to hold the plane somewhat as the blast spun it around.  The
      bad new is the blast got under the pilot door, flipping it up and the hinges
      snapped in half.  The door did a midair pivot and then bounced along the right
      wing and ended up in the grass.  The damage is significant, but not structural.
      > 
      > What I need is the part numbers for the pilot side hinges and the pop rivet size
      for the door brace bracket.  I'll call Van's tomorrow to get them sent overnight.
      Once back at the home hangar I'll figure out how much skin needs to be
      replaced.
      > 
      > I expressed my disagreement with the C-130's pilot on his action.
      > 
      > Carl
      > 
      > 
      > 
      > 
      
      
________________________________________________________________________________
Date: 
Aug 03, 2014
From: 
Linn Walters <flying-nut(at)cfl.rr.com>
Subject: 
Re: Stranded in Kansas City
      
      
      I find it interesting that the hinges broke instead of the fiberglass.  
      I thought the fiberglass was the weak link.
      Linn
      
      On 8/3/2014 5:04 PM, Jesse Saint wrote:
      >
      > You could get a plate and bolt across where the hinges go with the door closed
      and get in from the copilot side and fly home like that. Then you would have
      your tools and shop to do the repair.
      >
      > Jesse Saint
      > I-TEC, Inc.
      > jesse(at)itecusa.org
      > www.itecusa.org
      > www.mavericklsa.com
      > C: 352-427-0285
      > O: 352-465-4545
      > F: 815-377-3694
      >
      > Sent from my iPhone
      >
      >> On Aug 3, 2014, at 3:52 PM, Carl Froehlich  wrote:
      >>
      >>
      >> Need some part numbers.
      >>
      >> A Rhode Island Air National Guard C-130 prop blasted my plane on the ramp at
      KIXD.  The good  news I was on the prop when he went to beta to back up on the
      ramp so I was able to hold the plane somewhat as the blast spun it around. 
      The bad new is the blast got under the pilot door, flipping it up and the hinges
      snapped in half.  The door did a midair pivot and then bounced along the right
      wing and ended up in the grass.  The damage is significant, but not structural.
      >>
      >> What I need is the part numbers for the pilot side hinges and the pop rivet
      size for the door brace bracket.  I'll call Van's tomorrow to get them sent overnight.
      Once back at the home hangar I'll figure out how much skin needs to
      be replaced.
      >>
      >> I expressed my disagreement with the C-130's pilot on his action.
      >>
      >> Carl
      >>
      >>
      >>
      >>
      >
      >
      > -----
      > No virus found in this message.
      > Checked by AVG - www.avg.com
      >
      >
      
      
________________________________________________________________________________
From: 
Carl Froehlich <carl.froehlich(at)verizon.net>
Subject: 
Re: Stranded in Kansas City
Date: 
Aug 03, 2014
      
      
      Thanks for the idea Jesse.  I'm good where I am for a few days so I'll just do
      the replacement hinges.
      
      What I don't know is how much work it will be to make the plane right.  I suspect
      I'll need to explain to the Rhode Island Air National Guard that there is a
      big difference between "right" and a hammer the skin out "fix".
      
      Carl
      
      > On Aug 3, 2014, at 4:04 PM, Jesse Saint  wrote:
      > 
      > 
      > You could get a plate and bolt across where the hinges go with the door closed
      and get in from the copilot side and fly home like that. Then you would have
      your tools and shop to do the repair. 
      > 
      > Jesse Saint
      > I-TEC, Inc.
      > jesse(at)itecusa.org
      > www.itecusa.org
      > www.mavericklsa.com
      > C: 352-427-0285
      > O:  352-465-4545
      > F: 815-377-3694
      > 
      > Sent from my iPhone
      > 
      >> On Aug 3, 2014, at 3:52 PM, Carl Froehlich  wrote:
      >> 
      >> 
      >> Need some part numbers.
      >> 
      >> A Rhode Island Air National Guard C-130 prop blasted my plane on the ramp at
      KIXD.  The good  news I was on the prop when he went to beta to back up on the
      ramp so I was able to hold the plane somewhat as the blast spun it around. 
      The bad new is the blast got under the pilot door, flipping it up and the hinges
      snapped in half.  The door did a midair pivot and then bounced along the right
      wing and ended up in the grass.  The damage is significant, but not structural.
      >> 
      >> What I need is the part numbers for the pilot side hinges and the pop rivet
      size for the door brace bracket.  I'll call Van's tomorrow to get them sent overnight.
      Once back at the home hangar I'll figure out how much skin needs to
      be replaced.
      >> 
      >> I expressed my disagreement with the C-130's pilot on his action.
      >> 
      >> Carl
      > 
      > 
      > 
      > 
      > 
      
      
________________________________________________________________________________
From: 
Jesse Saint <jesse(at)saintaviation.com>
Subject: 
Re: Stranded in Kansas City
Date: 
Aug 03, 2014
      
      
      The hinge is usually the part to break. I have seen some broken fiberglass, but
      more often it is the hinge. 
      
      Jesse Saint
      Saint Aviation, Inc.
      352-427-0285
      jesse(at)saintaviation.com
      
      Sent from my iPad
      
      > On Aug 3, 2014, at 5:39 PM, Linn Walters  wrote:
      > 
      > 
      > I find it interesting that the hinges broke instead of the fiberglass.  I thought
      the fiberglass was the weak link.
      > Linn
      > 
      >> On 8/3/2014 5:04 PM, Jesse Saint wrote:
      >> 
      >> You could get a plate and bolt across where the hinges go with the door closed
      and get in from the copilot side and fly home like that. Then you would have
      your tools and shop to do the repair.
      >> 
      >> Jesse Saint
      >> I-TEC, Inc.
      >> jesse(at)itecusa.org
      >> www.itecusa.org
      >> www.mavericklsa.com
      >> C: 352-427-0285
      >> O: 352-465-4545
      >> F: 815-377-3694
      >> 
      >> Sent from my iPhone
      >> 
      >>> On Aug 3, 2014, at 3:52 PM, Carl Froehlich  wrote:
      >>> 
      >>> 
      >>> Need some part numbers.
      >>> 
      >>> A Rhode Island Air National Guard C-130 prop blasted my plane on the ramp at
      KIXD.  The good  news I was on the prop when he went to beta to back up on the
      ramp so I was able to hold the plane somewhat as the blast spun it around.
      The bad new is the blast got under the pilot door, flipping it up and the hinges
      snapped in half.  The door did a midair pivot and then bounced along the right
      wing and ended up in the grass.  The damage is significant, but not structural.
      >>> 
      >>> What I need is the part numbers for the pilot side hinges and the pop rivet
      size for the door brace bracket.  I'll call Van's tomorrow to get them sent overnight.
      Once back at the home hangar I'll figure out how much skin needs to
      be replaced.
      >>> 
      >>> I expressed my disagreement with the C-130's pilot on his action.
      >>> 
      >>> Carl
      >> 
      >> 
      >> 
      >> 
      >> 
      >> 
      >> -----
      >> No virus found in this message.
      >> Checked by AVG - www.avg.com
      > 
      > 
      > 
      > 
      > 
      
      
________________________________________________________________________________
From: 
Carl Froehlich <carl.froehlich(at)verizon.net>
Subject: 
Re: Stranded in Kansas City
Date: 
Aug 03, 2014
      
      The hinges snapped like a dry twig, both on the door side of the hinge befor
      e the screws.  The fiberglass, as far as I can see at first look, is fine.  I
      n the attached photo you can just see the hinge break.  The only door damage
       found so far is the forward bottom corner where it bounced off the wing ski
      n.
      
      Carl
      
      
      > On Aug 3, 2014, at 4:39 PM, Linn Walters  wrote:
      > 
      > 
      > I find it interesting that the hinges broke instead of the fiberglass.  I t
      hought the fiberglass was the weak link.
      > Linn
      > 
      >> On 8/3/2014 5:04 PM, Jesse Saint wrote:
      >> 
      >> You could get a plate and bolt across where the hinges go with the door c
      losed and get in from the copilot side and fly home like that. Then you woul
      d have your tools and shop to do the repair.
      >> 
      >> Jesse Saint
      >> I-TEC, Inc.
      >> jesse(at)itecusa.org
      >> hhwww.itecusa.org
      >> www.mavericklsa.com
      >> C: 352-427-0285
      >> O: 352-465-4545
      >> F: 815-377-3694
      >> 
      >> Sent from my iPhone
      >> 
      >>> On Aug 3, 2014, at 3:52 PM, Carl Froehlich  w
      rote:
      >>> 
      net>
      >>> 
      >>> Need some part numbers.
      >>> 
      >>> A Rhode Island Air National Guard C-130 prop blasted my plane on the ram
      p at KIXD.  The good  news I was on the prop when he went to beta to back up
       on the ramp so I was able to hold the plane somewhat as the blast spun it a
      round.  The bad new is the blast got under the pilot door, flipping it up an
      d the hinges snapped in half.  The door did a midair pivot and then bounced a
      long the right wing and ended up in the grass.  The damage is significant, b
      ut not structural.
      >>> 
      >>> What I need is the part numbers for the pilot side hinges and the pop ri
      vet size for the door brace bracket.  I'll call Van's tomorrow to get them s
      ent overnight.  Once back at the home hangar I'll figure out how much skin n
      eeds to be replaced.
      >>> 
      >>> I expressed my disagreement with the C-130's pilot on his action.
      >>> 
      >>> Carl
      >> 
      >> 
      >> 
      >> 
      >> 
      >> 
      >> -----
      >> No virus found in this message.
      >> Checked by AVG - www.avg.com
      > 
      > 
      ==========================
      =========
      ==========================
      =========
      ==========================
      =========
      ==========================
      =========
      > 
      > 
      > 
      
      

      
      
      
      
________________________________________________________________________________
Subject: 
Free help in Dallas tomorrow. 
From: 
Jesse Saint <jesse(at)saintaviation.com>
Date: 
Aug 03, 2014
      
      
      I have a 7 hour layover at DFW tomorrow, Aug 4. If anybody in the area needs or
      wants help on something aviation, all I'll need is a ride from & back to DFW.
      Feel free to email or call.
      
      Jesse Saint
      I-TEC, Inc.
      jesse(at)itecusa.org
      www.itecusa.org
      www.mavericklsa.com
      C: 352-427-0285
      O: 352-465-4545
      F: 815-377-3694
      
      Sent from my iPhone
      
      
________________________________________________________________________________
Subject: 
Re: Stranded in Kansas City
From: 
Miller John <gengrumpy(at)aol.com>
Date: 
Aug 03, 2014
      
      
      You can file a claim with the guard unit!!!  Contact the unit judge advocate office
      or squadron commander. They have to pay for damages.
      
      John Miller - Sent from my iPhone
      
      > On Aug 3, 2014, at 6:07 PM, Carl Froehlich  wrote:
      > 
      > The hinges snapped like a dry twig, both on the door side of the hinge before
      the screws.  The fiberglass, as far as I can see at first look, is fine.  In
      the attached photo you can just see the hinge break.  The only door damage found
      so far is the forward bottom corner where it bounced off the wing skin.
      > 
      > Carl
      > 
      > 
      > 
      >> On Aug 3, 2014, at 4:39 PM, Linn Walters  wrote:
      >> 
      >> 
      >> I find it interesting that the hinges broke instead of the fiberglass.  I thought
      the fiberglass was the weak link.
      >> Linn
      >> 
      >>> On 8/3/2014 5:04 PM, Jesse Saint wrote:
      >>> 
      >>> You could get a plate and bolt across where the hinges go with the door closed
      and get in from the copilot side and fly home like that. Then you would have
      your tools and shop to do the repair.
      >>> 
      >>> Jesse Saint
      >>> I-TEC, Inc.
      >>> jesse(at)itecusa.org
      >>> hhwww.itecusa.org
      >>> www.mavericklsa.com
      >>> C: 352-427-0285
      >>> O: 352-465-4545
      >>> F: 815-377-3694
      >>> 
      >>> Sent from my iPhone
      >>> 
      >>>> On Aug 3, 2014, at 3:52 PM, Carl Froehlich  wrote:
      >>>> 
      >>>> 
      >>>> Need some part numbers.
      >>>> 
      >>>> A Rhode Island Air National Guard C-130 prop blasted my plane on the ramp
      at KIXD.  The good  news I was on the prop when he went to beta to back up on
      the ramp so I was able to hold the plane somewhat as the blast spun it around.
      The bad new is the blast got under the pilot door, flipping it up and the hinges
      snapped in half.  The door did a midair pivot and then bounced along the
      right wing and ended up in the grass.  The damage is significant, but not structural.
      >>>> 
      >>>> What I need is the part numbers for the pilot side hinges and the pop rivet
      size for the door brace bracket.  I'll call Van's tomorrow to get them sent
      overnight.  Once back at the home hangar I'll figure out how much skin needs to
      be replaced.
      >>>> 
      >>>> I expressed my disagreement with the C-130's pilot on his action.
      >>>> 
      >>>> Carl
      >>> 
      >>> 
      >>> 
      >>> 
      >>> 
      >>> 
      >>> -----
      >>> No virus found in this message.
      >>> Checked by AVG - www.avg.com
      > ===================================
      > ===================================
      > ===================================
      > ===================================
      > 
      > 

      > 
      > 
      > 
      
      
________________________________________________________________________________
Date: 
Aug 03, 2014
Subject: 
Re: Stranded in Kansas City
From: 
Phillip Perry <philperry9(at)gmail.com>
      
      Hmm...  My first thought is that I'd like to build a stronger hinge.   But
      then again, the idea of a break-away hinge is great!
      
      I'm just curious to know if they snapped at the weld, bolt, or some other
      place.
      
      Sorry to hear about the damage.
      
      Phil
      
      
      On Sun, Aug 3, 2014 at 5:07 PM, Carl Froehlich 
      wrote:
      
      > The hinges snapped like a dry twig, both on the door side of the hinge
      > before the screws.  The fiberglass, as far as I can see at first look, is
      > fine.  In the attached photo you can just see the hinge break.  The only
      > door damage found so far is the forward bottom corner where it bounced off
      > the wing skin.
      >
      > Carl
      >
      >
      > > On Aug 3, 2014, at 4:39 PM, Linn Walters  wrote:
      > >
      > >
      > > I find it interesting that the hinges broke instead of the fiberglass.
      >  I thought the fiberglass was the weak link.
      > > Linn
      > >
      > >> On 8/3/2014 5:04 PM, Jesse Saint wrote:
      > >>
      > >> You could get a plate and bolt across where the hinges go with the door
      > closed and get in from the copilot side and fly home like that. Then you
      > would have your tools and shop to do the repair.
      > >>
      > >> Jesse Saint
      > >> I-TEC, Inc.
      > >> jesse(at)itecusa.org
      > >> hhwww.itecusa.org
      > >> www.mavericklsa.com
      > >> C: 352-427-0285
      > >> O: 352-465-4545
      > >> F: 815-377-3694
      > >>
      > >> Sent from my iPhone
      > >>
      > >>> On Aug 3, 2014, at 3:52 PM, Carl Froehlich 
      > wrote:
      > >>>
      > carl.froehlich(at)verizon.net>
      > >>>
      > >>> Need some part numbers.
      > >>>
      > >>> A Rhode Island Air National Guard C-130 prop blasted my plane on the
      > ramp at KIXD.  The good  news I was on the prop when he went to beta to
      > back up on the ramp so I was able to hold the plane somewhat as the blast
      > spun it around.  The bad new is the blast got under the pilot door,
      > flipping it up and the hinges snapped in half.  The door did a midair pivot
      > and then bounced along the right wing and ended up in the grass.  The
      > damage is significant, but not structural.
      > >>>
      > >>> What I need is the part numbers for the pilot side hinges and the pop
      > rivet size for the door brace bracket.  I'll call Van's tomorrow to get
      > them sent overnight.  Once back at the home hangar I'll figure out how much
      > skin needs to be replaced.
      > >>>
      > >>> I expressed my disagreement with the C-130's pilot on his action.
      > >>>
      > >>> Carl
      > >>
      > >>
      > >>
      > >>
      > >>
      > >>
      > >> -----
      > >> No virus found in this message.
      > >> Checked by AVG - www.avg.com
      > >
      > >
      > ===================================
      > ===================================
      > ===================================
      > ===================================
      > >
      > >
      > >
      >
      > 

      >
      > http://www.matronics.com/Navigator?RV10-List>
      > http://forums.matronics.com>
      > http://www.matronics.com/contribution>
      >
      > 

      >
      
________________________________________________________________________________
Date: 
Aug 03, 2014
Subject: 
GMU 44 (Magnetometer) - Mounting
From: 
Phillip Perry <philperry9(at)gmail.com>
      
      I've seen a handful of folks mounting the GMU 44 in various places such as
      inside the tailcone, in the lightening holes on the aft tailcone cover, and
      even in wingtips.
      
      I was thinking of installing it in the left wing, but the pitot heat could
      cause trouble with that much current being in the vicinity.  .
      
      So I thought about the right wing tip, but the TruTrak AP servo is in that
      one and I just found that the manual suggest 10ft separation from the servo
      motor.
      
      So, now I'm kinda stuck.  Where is everyone putting them and what results
      are you seeing?  Photo's would be helpful too.
      
      Thanks,
      Phil
      
________________________________________________________________________________
Subject: 
Re: GMU 44 (Magnetometer) - Mounting
From: 
RV10 <rv10(at)texasrv10.com>
Date: 
Aug 03, 2014
      
      Mine is in the wing tip about 4-5' from the pitot heat. It passes the EMI te
      st just fine.
      
      Biggest issue I came across was EMI from the wing tip landing light causing i
      nterference. Changed two twisted shielded pair for power wires to the lights
      . No issue anymore.
      
      (I need to return your control sticks someday soon)
      
      Gaylon Koenning
      
      
      > On Aug 3, 2014, at 8:51 PM, Phillip Perry  wrote:
      > 
      > I've seen a handful of folks mounting the GMU 44 in various places such as
       inside the tailcone, in the lightening holes on the aft tailcone cover, and
       even in wingtips.
      > 
      > I was thinking of installing it in the left wing, but the pitot heat could
       cause trouble with that much current being in the vicinity.  .
      > 
      > So I thought about the right wing tip, but the TruTrak AP servo is in that
       one and I just found that the manual suggest 10ft separation from the servo
       motor.
      > 
      > So, now I'm kinda stuck.  Where is everyone putting them and what results a
      re you seeing?  Photo's would be helpful too.
      > 
      > Thanks,
      > Phil
      > 
      > 
      > 
      3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3
      D=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=3
      D=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=3
      D=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=3
      D=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
      > 
      
________________________________________________________________________________
Subject: 
Re: GMU 44 (Magnetometer) - Mounting
From: 
"bill.peyton" <peyton.b(at)sbcglobal.net>
Date: 
Aug 03, 2014
      
      
      Mine is mounted to the bulkhead behind the battery mount.  Sorry, but I do not
      have access to the manual.  It's on a shelf at the top of the bulkhead.  I believe
      that's where most are mounting it.
      
      --------
      Bill 
      WA0SYV
      Aviation Partners, LLC
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=427902#427902
      
      
________________________________________________________________________________
From: 
David Saylor <saylor.dave(at)gmail.com>
Date: 
Aug 03, 2014
Subject: 
Re: GMU 44 (Magnetometer) - Mounting
      
      We did a wingtip installation on an -8.  As above, it required a twisted
      shielded pair for the landing lights but otherwise no issues.
      
      --Dave
      
      
      On Sun, Aug 3, 2014 at 7:17 PM, RV10  wrote:
      
      > Mine is in the wing tip about 4-5' from the pitot heat. It passes the EMI
      > test just fine.
      >
      > Biggest issue I came across was EMI from the wing tip landing light
      > causing interference. Changed two twisted shielded pair for power wires to
      > the lights. No issue anymore.
      >
      > (I need to return your control sticks someday soon)
      >
      > Gaylon Koenning
      >
      >
      > On Aug 3, 2014, at 8:51 PM, Phillip Perry  wrote:
      >
      > I've seen a handful of folks mounting the GMU 44 in various places such as
      > inside the tailcone, in the lightening holes on the aft tailcone cover, and
      > even in wingtips.
      >
      > I was thinking of installing it in the left wing, but the pitot heat could
      > cause trouble with that much current being in the vicinity.  .
      >
      > So I thought about the right wing tip, but the TruTrak AP servo is in that
      > one and I just found that the manual suggest 10ft separation from the servo
      > motor.
      >
      > So, now I'm kinda stuck.  Where is everyone putting them and what results
      > are you seeing?  Photo's would be helpful too.
      >
      > Thanks,
      > Phil
      >
      > *
      >
      > D============================================
      > List"">http://www.matronics.com/Navigator?RV10-List 
      > D============================================
      > //forums.matronics.com <http://forums.matronics.com>
      > D============================================
      > ot;">http://www.matronics.com/contribution 
      > D============================================
      >
      > *
      >
      > *
      >
      >
      > *
      >
      >
      
________________________________________________________________________________
From: 
Tim Farrell <tim(at)AirCraftersLLC.com>
Subject: 
Re: GMU 44 (Magnetometer) - Mounting
Date: 
Aug 03, 2014
      
      One thing to avoid is any coiling in the wires near the magnetometer.  The 8
       Dave refers to failed the EMI test miserably the first time with the wing t
      ip lights on. We pulled the wing tip and found a coil in the shielded twiste
      d pair. We made some adjustments and got rid of the coil, no problems. 
      
      Tim
      
      
      Sent from my iPhone
      
      > On Aug 3, 2014, at 8:05 PM, David Saylor  wrote:
      > 
      > We did a wingtip installation on an -8.  As above, it required a twisted s
      hielded pair for the landing lights but otherwise no issues.
      > 
      > --Dave
      > 
      > 
      >> On Sun, Aug 3, 2014 at 7:17 PM, RV10  wrote:
      >> Mine is in the wing tip about 4-5' from the pitot heat. It passes the EMI
       test just fine.
      >> 
      >> Biggest issue I came across was EMI from the wing tip landing light causi
      ng interference. Changed two twisted shielded pair for power wires to the li
      ghts. No issue anymore.
      >> 
      >> (I need to return your control sticks someday soon)
      >> 
      >> Gaylon Koenning
      >> 
      >> 
      >>> On Aug 3, 2014, at 8:51 PM, Phillip Perry  wrote:
      >>> 
      >>> I've seen a handful of folks mounting the GMU 44 in various places such a
      s inside the tailcone, in the lightening holes on the aft tailcone cover, an
      d even in wingtips.
      >>> 
      >>> I was thinking of installing it in the left wing, but the pitot heat cou
      ld cause trouble with that much current being in the vicinity.  .
      >>> 
      >>> So I thought about the right wing tip, but the TruTrak AP servo is in th
      at one and I just found that the manual suggest 10ft separation from the ser
      vo motor.
      >>> 
      >>> So, now I'm kinda stuck.  Where is everyone putting them and what result
      s are you seeing?  Photo's would be helpful too.
      >>> 
      >>> Thanks,
      >>> Phil
      >>> 
      >>> 
      >>> 
      >>> D=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=3
      D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D
      
      >>> List"">http://www.matronics.com/Navigator?RV10-List
      >>> D=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=3
      D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D
      
      >>> //forums.matronics.com
      >>> D=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=3
      D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D
      
      >>> ot;">http://www.matronics.com/contribution
      >>> D=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=3
      D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D
      
      >>> 
      >> 
      >> 
      >> get="_blank">http://www.matronics.com/Navigator?RV10-List
      >> tp://forums.matronics.com
      >> _blank">http://www.matronics.com/contribution
      >> 
      > 
      > 
      > 
      3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3
      D=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=3
      D=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=3
      D=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=3
      D=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
      > 
      
________________________________________________________________________________
Subject: 
Re: Stranded in Kansas City
From: 
"rv10flyer" <wayne.gillispie(at)gmail.com>
Date: 
Aug 03, 2014
      
      
      Sorry to hear about your damage and hope you get back in the air soon. 
      
      A good lesson for all of us with these flimsy gull wing doors, castoring nose wheels
      and a bunch without rudder springs. 
      
      Keep the doors closed or hold them, the parking brake set/chocks in and rudder
      gust lock/seat belt around stick if not loading to go. 
      
      We were at an airport in VT a few weeks ago with a P-51 and a couple of Citations
      running nearby while we were getting ready to load. My family were given specific
      jobs because nothing was secure other than the parking brake. I closed
      both doors and latched them while they each held the rudder, aileron and elevator.
      No blasts came our way but we were not taking any chances until they were
      all heading down the taxiway.
      
      --------
      Wayne G.
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=427911#427911
      
      
________________________________________________________________________________
Date: 
Aug 04, 2014
Subject: 
Re: Did anyone get a chance to visit the Titan Engine Booth?
From: 
Ed Kranz <ed.kranz(at)gmail.com>
      
      If I recall correctly, the IO540 was $46,000, but they had a show special a
      few thousand dollars cheaper than that. So just slightly cheaper than the
      Lycoming.
      
      Availability was't going to be until November/December.
      
      
      On Sun, Aug 3, 2014 at 11:47 AM, Jesse Saint 
      wrote:
      
      >
      > I was disappointed to see that it cost about the same as a Lycoming.
      >
      > Jesse Saint
      > I-TEC, Inc.
      > jesse(at)itecusa.org
      > www.itecusa.org
      > www.mavericklsa.com
      > C: 352-427-0285
      > O: 352-465-4545
      > F: 815-377-3694
      >
      > Sent from my iPhone
      >
      > > On Aug 3, 2014, at 9:23 AM, Tal Holloway  wrote:
      > >
      > >
      > > I was very impressed with this engine but wanted to hear what other RV
      > builders thought.
      > > http://www.titanengine.com/exp/
      > >
      > > Also, thank you to Ed and the gang for putting together the RV-10
      > dinner. It was nice to put a face with the emails. I look forward to
      > building and the many years of flying.
      > >
      > > Tal Holloway
      > > Building
      > >
      > >
      > >
      > >
      >
      >
      
________________________________________________________________________________
Date: 
Aug 04, 2014
Subject: 
Re: Did anyone get a chance to visit the Titan Engine Booth?
From: 
Kelly McMullen <apilot2(at)gmail.com>
      
      It is interesting that Vans apparently no longer offers certified engines.
      IIRC when I bought my empennage in 2008 $37K would buy a certified engine,
      which rose to IIRC $48K last year? Too bad the TCM engines are too heavy,
      as I believe they are noticeably cheaper. If Titan was offering several
      thousand off their list for the show, it certainly would be a good option.
      Since virtually all of their parts have PMA approval for use on a certified
      engine, the completed engine should be very equivalent.
      
      
      On Mon, Aug 4, 2014 at 6:14 AM, Ed Kranz  wrote:
      
      > If I recall correctly, the IO540 was $46,000, but they had a show special
      > a few thousand dollars cheaper than that. So just slightly cheaper than the
      > Lycoming.
      >
      > Availability was't going to be until November/December.
      >
      >
      > On Sun, Aug 3, 2014 at 11:47 AM, Jesse Saint 
      > wrote:
      >
      >>
      >> I was disappointed to see that it cost about the same as a Lycoming.
      >>
      >> Jesse Saint
      >> I-TEC, Inc.
      >> jesse(at)itecusa.org
      >> www.itecusa.org
      >> www.mavericklsa.com
      >> C: 352-427-0285
      >> O: 352-465-4545
      >> F: 815-377-3694
      >>
      >> Sent from my iPhone
      >>
      >> > On Aug 3, 2014, at 9:23 AM, Tal Holloway  wrote:
      >> >
      >> >
      >> > I was very impressed with this engine but wanted to hear what other RV
      >> builders thought.
      >> > http://www.titanengine.com/exp/
      >> >
      >> > Also, thank you to Ed and the gang for putting together the RV-10
      >> dinner. It was nice to put a face with the emails. I look forward to
      >> building and the many years of flying.
      >> >
      >> > Tal Holloway
      >> > Building
      >> >
      >> >
      >> >
      >> >
      >>
      >>
      >> ==========
      >> " target="_blank">http://www.matronics.com/Navigator?RV10-List
      >> ==========
      >> MS -
      >> k">http://forums.matronics.com
      >> ==========
      >> e -
      >>          -Matt Dralle, List Admin.
      >> t="_blank">http://www.matronics.com/contribution
      >> ==========
      >>
      >>
      >>
      >>
      > *
      >
      >
      > *
      >
      >
      
________________________________________________________________________________
Subject: 
Alternator question
From: 
"bob88" <marty.crooks(at)comcast.net>
Date: 
Aug 04, 2014
      
      
      Does anyone have strong feelings about using the Vans supplied (FWF kit) internally
      regulated alternator (Plane Power?) vs externally regulated (B&C)?
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=427928#427928
      
      
________________________________________________________________________________
Subject: 
Seat belt question
From: 
"bob88" <marty.crooks(at)comcast.net>
Date: 
Aug 04, 2014
      
      
      How important is the crotch strap for the rear seat pax? I would like to dispense
      with it unless there is a problem with people sliding forward without it.
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=427929#427929
      
      
________________________________________________________________________________
From: 
"Ben" <n801bh(at)netzero.com>
Date: 
Aug 04, 2014
Subject: 
Re: Alternator question
      
      I have had great performance with these  alternators... I am a big fan o
      f "one wire "alternators.... I am sure others will disagree..http://www.
      ecae.com/alt1.html  Ben Haas
      N801BH
      www.haaspowerair.com
      
      ---------- Original Message ----------
      From: "bob88" <marty.crooks(at)comcast.net>
      Subject: RV10-List: Alternator question
      Date: Mon,  4 Aug 2014 07:59:28 -0700
      
      
      Does anyone have strong feelings about using the Vans supplied (FWF kit)
       internally regulated alternator (Plane Power?) vs externally regulated 
      (B&C)?
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=427928#427928
      
      
      ========================
      ===========
      ========================
      ===========
      ========================
      ===========
      ========================
      ===========
      ____________________________________________________________
      The End of the "Made-In-China" Era
      The impossible (but real) technology that could make you impossi
      bly rich.
      http://thirdpartyoffers.netzero.net/TGL3241/53dfa47b163ce247a654cst04duc
      
________________________________________________________________________________
From: 
Bob Leffler <rv(at)thelefflers.com>
Subject: 
Re: Seat belt question
Date: 
Aug 04, 2014
      
      
      A fair number of builders don't have a rear crotch strap.   I don't.  
      
      
      Sent from my iPhone
      
      On Aug 4, 2014, at 11:01 AM, "bob88"  wrote:
      
      
      How important is the crotch strap for the rear seat pax? I would like to dispense
      with it unless there is a problem with people sliding forward without it.
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=427929#427929
      
      
________________________________________________________________________________
From: 
David Saylor <saylor.dave(at)gmail.com>
Date: 
Aug 04, 2014
Subject: 
Re: Alternator question
      
      I've replaced our PP alternator one time in 1400 hours, under
      warranty,because it falsely indicated low voltage.  It came back looking a
      little different, like the OV module had been moved inside.  I've installed
      quite a few on customer's planes and can't think of a complaint.
      
      On the other hand, external regulators usually get installed in the most
      inconvenient places, so you're reading the terminals with a mirror and
      flashlight...
      
      --Dave
      
      
      On Mon, Aug 4, 2014 at 7:59 AM, bob88  wrote:
      
      >
      > Does anyone have strong feelings about using the Vans supplied (FWF kit)
      > internally regulated alternator (Plane Power?) vs externally regulated
      > (B&C)?
      >
      >
      > Read this topic online here:
      >
      > http://forums.matronics.com/viewtopic.php?p=427928#427928
      >
      >
      
________________________________________________________________________________
From: 
Carl Froehlich <carl.froehlich(at)verizon.net>
Subject: 
Re: Alternator question
Date: 
Aug 04, 2014
      
      
      I used the Plane Power on two planes, and will on the next project as well.  A
      lot of hours and zero problems. 
      
      I did not use the Van's FWF kit.
      Carl
      
      > On Aug 4, 2014, at 9:59 AM, "bob88"  wrote:
      > 
      > 
      > Does anyone have strong feelings about using the Vans supplied (FWF kit) internally
      regulated alternator (Plane Power?) vs externally regulated (B&C)?
      > 
      > 
      > 
      > 
      > Read this topic online here:
      > 
      > http://forums.matronics.com/viewtopic.php?p=427928#427928
      > 
      > 
      > 
      > 
      > 
      > 
      > 
      > 
      > 
      > 
      
      
________________________________________________________________________________
From: 
Carl Froehlich <carl.froehlich(at)verizon.net>
Subject: 
Re: Seat belt question
Date: 
Aug 04, 2014
      
      
      I kept it in thinking it would not hurt and it provides additional tie down points
      if I have the rear seats out to carry extra baggage.
      
      I spent some time trying to figure out how to do a five point harness on the front
      seats - never solved that problem.
      
      Carl
      
      > On Aug 4, 2014, at 10:22 AM, Bob Leffler  wrote:
      > 
      > 
      > A fair number of builders don't have a rear crotch strap.   I don't.  
      > 
      > 
      > 
      > Sent from my iPhone
      > 
      > On Aug 4, 2014, at 11:01 AM, "bob88"  wrote:
      > 
      > 
      > How important is the crotch strap for the rear seat pax? I would like to dispense
      with it unless there is a problem with people sliding forward without it.
      > 
      > 
      > 
      > 
      > Read this topic online here:
      > 
      > http://forums.matronics.com/viewtopic.php?p=427929#427929
      > 
      > 
      > 
      > 
      > 
      > 
      > 
      > 
      > 
      > 
      > 
      > 
      > 
      > 
      > 
      
      
________________________________________________________________________________
From: 
David Saylor <saylor.dave(at)gmail.com>
Date: 
Aug 04, 2014
Subject: 
Re: Seat belt question
      
      Van says the crotch strap keeps you from slipping out from under the belt.
       He called it "submarining", which happens without a crotch strap because
      of the semi-reclining position.  I've sat in back plenty of times and it's
      not even really noticeable.  My kids have been putting then on by
      themselves since they were 7 or 8--can't be that difficult. And I guess if
      you squashed the junk in an accident, then the belt did it's job, right?  I
      vote to keep 'em.
      
      --Dave
      
      
      On Mon, Aug 4, 2014 at 8:01 AM, bob88  wrote:
      
      >
      > How important is the crotch strap for the rear seat pax? I would like to
      > dispense with it unless there is a problem with people sliding forward
      > without it.
      >
      >
      > Read this topic online here:
      >
      > http://forums.matronics.com/viewtopic.php?p=427929#427929
      >
      >
      
________________________________________________________________________________
From: 
"Pascal" <rv10flyer(at)live.com>
Subject: 
Re: Alternator question
Date: 
Aug 04, 2014
      
      
      My plane power went out and they quickly replaced it, and were honest with 
      the reason for the failure. I would also use them again.
      
      -----Original Message----- 
      From: Carl Froehlich
      Sent: Monday, August 04, 2014 8:30 AM
      Subject: Re: RV10-List: Alternator question
      
      
      I used the Plane Power on two planes, and will on the next project as well. 
      A lot of hours and zero problems.
      
      I did not use the Van's FWF kit.
      Carl
      
      > On Aug 4, 2014, at 9:59 AM, "bob88"  wrote:
      >
      >
      > Does anyone have strong feelings about using the Vans supplied (FWF kit) 
      > internally regulated alternator (Plane Power?) vs externally regulated 
      > (B&C)?
      >
      >
      > Read this topic online here:
      >
      > http://forums.matronics.com/viewtopic.php?p=427928#427928
      >
      >
      
      
________________________________________________________________________________
Date: 
Aug 04, 2014
Subject: 
Lithium battery on the firewall
From: 
Ed Kranz <ed.kranz(at)gmail.com>
      
      I'm strongly considering using an EarthX EXT36C Lithium battery on the
      firewall of my 10 instead of in the stock battery box in the tail. A buddy
      did a structural analysis, and there are no issues structurally, by a good
      margin. What I'm wondering about is placement. The two places that look
      like good candidates are on the upper firewall between the brake reservoir
      and the firewall recess, or centered below the brake reservoir.
      
      The battery I'm considering is very small and light (5.9" x 3.4" x 5.4",
      3.5lbs), but still has 680 cranking amps, and importantly in Minnesota, 405
      cold cranking amps. I think that this combined with the MUCH shorter wire
      runs to the starter should give me great starting power.
      
      My original plan was for a PC925 in the tail. This would be a 22.5 lb
      reduction for me with only the battery, plus the weight of that big #2
      cable that will get a lot shorter.
      
      I am also planning a TCW Backup Battery for critical avionics, and a
      secondary alternator.
      
      Does anyone have any comments about placement or capacity of the battery
      I'm considering?
      
      http://earthxmotorsports.com/product...ntal-aircraft/
      <http://earthxmotorsports.com/product-category/experimental-aircraft/>
      
________________________________________________________________________________
Subject: 
Re: Lithium battery on the firewall
From: 
"AirMike" <Mikeabel(at)Pacbell.net>
Date: 
Aug 04, 2014
      
      
      I do not know very much about lithium batteries, but I would be concerned about
      the heat up there especially when you shut down on a hot day. That area just
      stays hot for many hours. Computer lithium batteries are not very stable in heat,
      but I do not know about the battery that you are talking about. 
      
      Secondly, the RV10 is naturally nose heavy. I keep about 40# of lead in my baggage
      area when only the front two seats are occupied - this with the battery in
      the normal area behind the rear bulkhead.
      
      Unless you have a very light composite prop, I am not so sure that this is a good
      idea. Just another note. If I am not mistaken, I think that an early RV10 fatal
      crash plane had the battery installed forward of the firewall.
      
      --------
      See you OSH '14
      Q/B - flying 4 yrs.
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=427948#427948
      
      
________________________________________________________________________________
From: 
Carl Froehlich <carl.froehlich(at)verizon.net>
Date: 
Aug 04, 2014
Subject: 
Re: Lithium battery on the firewall
      
      I'm running two PC-625s both located using the per plans placement, but with
       a custom mount. I note that one PC-625 has more amp-hr capacity than the EX
      T36C.  I would offer the EXT36C is far too limited on this important aspect.
        While a second alternator will mitigate the risk you will need to be thoug
      htful on how you set up your power distribution so you don't end up with a s
      ingle failure point taking out all power.  This last piece is not trivial.  T
      he other issue is that while the cold cranking amps is impressive for this p
      roduct, the low amp-hr rating says you will not have that juice for long.  N
      ote the CCA for two PC-625s in parallel is about the same but for a much lon
      ger crank time. My experience is I would not want any less.  There is no fre
      e lunch.
      
      Other than reduced wiring I don't see any advantage for mounting any battery
       on the firewall for an RV-10, and a lot of downside.  Please also note that
       most W&Bs for RV-10s benefit having the battery(s) mounted in the tail cone
      .  Compensating with a second alternator will only aggravate the W&B issue.
      
      Carl
      
      > On Aug 4, 2014, at 12:16 PM, Ed Kranz  wrote:
      > 
      > I'm strongly considering using an EarthX EXT36C Lithium battery on the fir
      ewall of my 10 instead of in the stock battery box in the tail. A buddy did a
       structural analysis, and there are no issues structurally, by a good margin
      . What I'm wondering about is placement. The two places that look like good c
      andidates are on the upper firewall between the brake reservoir and the fire
      wall recess, or centered below the brake reservoir. 
      > 
      > The battery I'm considering is very small and light (5.9" x 3.4" x 5.4", 3
      .5lbs), but still has 680 cranking amps, and importantly in Minnesota, 405 c
      old cranking amps. I think that this combined with the MUCH shorter wire run
      s to the starter should give me great starting power.
      > 
      > My original plan was for a PC925 in the tail. This would be a 22.5 lb redu
      ction for me with only the battery, plus the weight of that big #2 cable tha
      t will get a lot shorter.
      > 
      > I am also planning a TCW Backup Battery for critical avionics, and a secon
      dary alternator. 
      > 
      > Does anyone have any comments about placement or capacity of the battery I
      'm considering?
      > 
      > http://earthxmotorsports.com/product...ntal-aircraft/
      > 
      > to
      > 
      > 
      > 
      > 
      > 
      > 
      > 
      > 
      3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3
      D=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=3
      D=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=3
      D=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=3
      D=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
      > 
      > 
      
________________________________________________________________________________
Date: 
Aug 04, 2014
From: 
Don McDonald <building_partner(at)yahoo.com>
Subject: 
Re: Lithium battery on the firewall
      
      Probably ok... if you have a std compression engine.- If you have a two b
      lade Hartzel, you're nose heavy in the stock configuration... and now you'v
      e take the heaviest thing in the tail, eliminated it, and added more weight
       in the front.- By yourself in the plane might mean 100 pounds in the bag
      gage area.- Weight is almost always an issue with airplanes, but what I c
      an tell you is the 10 will haul anything!- I just brought back from Calif
       thru Oregon to Texas 220 lbs of steel angle, 47 lbs of #12 wire rolls, ABS
       plumbing fittings, a box of 6 new construction recessed cans, golf clubs a
      nd our bags.- The only fuel stop from Oregon was Spanish Flats (fuel was 
      $4.95), and the density altitude there was 9,500'.... no issue.=0ADon McDon
      ald=0A650 hours and still lovin it!=0A=0A=0A=0A=0A_________________________
      _______=0A From: Ed Kranz <ed.kranz(at)gmail.com>=0ATo: rv10-list(at)matronics.co
      m =0ASent: Monday, August 4, 2014 12:16 PM=0ASubject: RV10-List: Lithium ba
      ttery on the firewall=0A =0A=0A=0AI'm strongly considering using an EarthX 
      EXT36C Lithium battery on the firewall of my 10 instead of in the stock bat
      tery box in the tail. A buddy did a structural analysis, and there are no i
      ssues structurally, by a good margin. What I'm wondering about is placement
      . The two places that look like good candidates are on the upper firewall b
      etween the brake reservoir and the firewall recess, or centered below the b
      rake reservoir.-=0A=0AThe battery I'm considering is very small and light
       (5.9" x 3.4" x 5.4", 3.5lbs), but still has 680 cranking amps, and importa
      ntly in Minnesota, 405 cold cranking amps. I think that this combined with 
      the MUCH shorter wire runs to the starter should give me great starting pow
      er.=0A=0AMy original plan was for a PC925 in the tail. This would be a 22.5
       lb reduction for me with only the battery, plus the weight of that big #2 
      cable that will get a lot shorter.=0A=0AI am also planning a TCW Backup Bat
      tery for critical avionics, and a secondary alternator.-=0A=0ADoes anyone
       have any comments about placement or capacity of the battery I'm consideri
      ng?=0A=0Ahttp://earthxmotorsports.com/product...ntal-aircraft/=0A=0A=0A=0A
      ================ 
      
________________________________________________________________________________
From: 
Jeff Carpenter <jeff(at)westcottpress.com>
Subject: 
Re: Lithium battery on the firewall
Date: 
Aug 04, 2014
      
      I've just caught bits of the Bob Nuckolls discussion of Lithium 
      Batteries on the aeroelectric list. Personally, I wouldn't go near them. 
      Risk/Reward seems upside down.
      
      Jeff Carpenter
      40304
      
      
      On Aug 4, 2014, at 10:16 AM, Ed Kranz wrote:
      
      > I'm strongly considering using an EarthX EXT36C Lithium battery on the 
      firewall of my 10 instead of in the stock battery box in the tail. A 
      buddy did a structural analysis, and there are no issues structurally, 
      by a good margin. What I'm wondering about is placement. The two places 
      that look like good candidates are on the upper firewall between the 
      brake reservoir and the firewall recess, or centered below the brake 
      reservoir. 
      > 
      > The battery I'm considering is very small and light (5.9" x 3.4" x 
      5.4", 3.5lbs), but still has 680 cranking amps, and importantly in 
      Minnesota, 405 cold cranking amps. I think that this combined with the 
      MUCH shorter wire runs to the starter should give me great starting 
      power.
      > 
      > My original plan was for a PC925 in the tail. This would be a 22.5 lb 
      reduction for me with only the battery, plus the weight of that big #2 
      cable that will get a lot shorter.
      > 
      > I am also planning a TCW Backup Battery for critical avionics, and a 
      secondary alternator. 
      > 
      > Does anyone have any comments about placement or capacity of the 
      battery I'm considering?
      > 
      > http://earthxmotorsports.com/product...ntal-aircraft/
      > 
      > 
      > 
      > 
      > 
      > 
      > 
      > 
      > 
      > 
      > 
      
      
________________________________________________________________________________
Date: 
Aug 04, 2014
From: 
Don McDonald <building_partner(at)yahoo.com>
Subject: 
Re: Lithium battery on the firewall
      
      Another note.... because I have a little higher compression, and dual light
      speed elec ignition, I have 2 batteries and 2 alternators.... for 500+ hour
      s and 4.5 years I had 2ea, Odyssey 680's.... since then I replace one of th
      em with one with a little more amperage,,,, maybe the 925, but I can't reme
      mber.- It's kind of a nice thing knowing the engine is ALWAYS going to tu
      rn over.- It also is recommended by some to run a second ground from the 
      engine to the firewall... not much weight, easy to do, and great insurance.
      =0A=0ADon McDonald=0A=0A=0A=0A________________________________=0A From: Ed 
      Kranz =0ATo: rv10-list(at)matronics.com =0ASent: Monday, A
      ugust 4, 2014 12:16 PM=0ASubject: RV10-List: Lithium battery on the firewal
      l=0A =0A=0A=0AI'm strongly considering using an EarthX EXT36C Lithium batte
      ry on the firewall of my 10 instead of in the stock battery box in the tail
      . A buddy did a structural analysis, and there are no issues structurally, 
      by a good margin. What I'm wondering about is placement. The two places tha
      t look like good candidates are on the upper firewall between the brake res
      ervoir and the firewall recess, or centered below the brake reservoir.-
      =0A=0AThe battery I'm considering is very small and light (5.9" x 3.4" x 5.
      4", 3.5lbs), but still has 680 cranking amps, and importantly in Minnesota,
       405 cold cranking amps. I think that this combined with the MUCH shorter w
      ire runs to the starter should give me great starting power.=0A=0AMy origin
      al plan was for a PC925 in the tail. This would be a 22.5 lb reduction for 
      me with only the battery, plus the weight of that big #2 cable that will ge
      t a lot shorter.=0A=0AI am also planning a TCW Backup Battery for critical 
      avionics, and a secondary alternator.-=0A=0ADoes anyone have any comments
       about placement or capacity of the battery I'm considering?=0A=0Ahttp://ea
      =========== 
      
________________________________________________________________________________
Date: 
Aug 04, 2014
Subject: 
Re: Lithium battery on the firewall
From: 
John Cox <rv10pro(at)gmail.com>
      
      Read Jim Weir's article in Kitplanes magazine first.
      
      John
       On Aug 4, 2014 10:19 AM, "Ed Kranz"  wrote:
      
      > I'm strongly considering using an EarthX EXT36C Lithium battery on the
      > firewall of my 10 instead of in the stock battery box in the tail. A buddy
      > did a structural analysis, and there are no issues structurally, by a good
      > margin. What I'm wondering about is placement. The two places that look
      > like good candidates are on the upper firewall between the brake reservoir
      > and the firewall recess, or centered below the brake reservoir.
      >
      > The battery I'm considering is very small and light (5.9" x 3.4" x 5.4",
      > 3.5lbs), but still has 680 cranking amps, and importantly in Minnesota, 405
      > cold cranking amps. I think that this combined with the MUCH shorter wire
      > runs to the starter should give me great starting power.
      >
      > My original plan was for a PC925 in the tail. This would be a 22.5 lb
      > reduction for me with only the battery, plus the weight of that big #2
      > cable that will get a lot shorter.
      >
      > I am also planning a TCW Backup Battery for critical avionics, and a
      > secondary alternator.
      >
      > Does anyone have any comments about placement or capacity of the battery
      > I'm considering?
      >
      > http://earthxmotorsports.com/product...ntal-aircraft/
      > <http://earthxmotorsports.com/product-category/experimental-aircraft/>
      >
      >
      >  *
      >
      >
      > *
      >
      >
      
________________________________________________________________________________
Subject: 
Re: Seat belt question
From: 
"johngoodman" <johngoodman(at)earthlink.net>
Date: 
Aug 04, 2014
      
      
      I kept mine, and I wish there was a way to put a five-point on the front seats.
      
      John
      
      --------
      #40572 Phase One complete in 2011
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=427958#427958
      
      
________________________________________________________________________________
Date: 
Aug 04, 2014
Subject: 
Re: Lithium battery on the firewall
From: 
John Cox <rv10pro(at)gmail.com>
      
      Dan Lloyd with a Subie.
      On Aug 4, 2014 10:43 AM, "AirMike"  wrote:
      
      >
      > I do not know very much about lithium batteries, but I would be concerned
      > about the heat up there especially when you shut down on a hot day. That
      > area just stays hot for many hours. Computer lithium batteries are not very
      > stable in heat, but I do not know about the battery that you are talking
      > about.
      >
      > Secondly, the RV10 is naturally nose heavy. I keep about 40# of lead in my
      > baggage area when only the front two seats are occupied - this with the
      > battery in the normal area behind the rear bulkhead.
      >
      > Unless you have a very light composite prop, I am not so sure that this is
      > a good idea. Just another note. If I am not mistaken, I think that an early
      > RV10 fatal crash plane had the battery installed forward of the firewall.
      >
      > --------
      > See you OSH '14
      > Q/B - flying 4 yrs.
      >
      >
      > Read this topic online here:
      >
      > http://forums.matronics.com/viewtopic.php?p=427948#427948
      >
      >
      
________________________________________________________________________________
Date: 
Aug 04, 2014
From: 
LES KEARNEY <kearney(at)shaw.ca>
Subject: 
Re: Lithium battery on the firewall
      
      
      Hi
      
      Dan's battery was in the tunnel or so I thought. In any event, IIRC, it was not
      the battery per se that caused his crash. See the NTSB report for info.
      
      I saw the Lithium batteries at KOSH and spoke to the reps. I was impressed until
      I spoke to retired avionics / electrical tech where I was staying. I can't see
      the potential risk being worth it especially when weight is needed in the tail
      for W&B considerations.
      
      I did have two Odyssey batteries mounted on my firewall while I had a Subie installed.
      I used a couple of battery boxes from Vans and tied them into the cross
      braces that run diagonally on the lower part of the firewall. I dont know if
      that would work for the IO540 mount.
      
      Given that I am now retrofitting an IO540 (*sigh*), I have moved the batteries
      back to the tail. I was able to use battery boxes to make a mount that fits in
      the stock location and that accommodates the two batteries. 
      
      Cheers
      
      Les
      
      ----- Original Message -----
      From: "John Cox" <rv10pro(at)gmail.com>
      Sent: Monday, August 4, 2014 12:42:20 PM
      Subject: Re: RV10-List: Re: Lithium battery on the firewall
      
      
      Dan Lloyd with a Subie. 
      On Aug 4, 2014 10:43 AM, "AirMike" < Mikeabel(at)pacbell.net > wrote: 
      
      
      I do not know very much about lithium batteries, but I would be concerned about
      the heat up there especially when you shut down on a hot day. That area just
      stays hot for many hours. Computer lithium batteries are not very stable in heat,
      but I do not know about the battery that you are talking about. 
      
      Secondly, the RV10 is naturally nose heavy. I keep about 40# of lead in my baggage
      area when only the front two seats are occupied - this with the battery in
      the normal area behind the rear bulkhead. 
      
      Unless you have a very light composite prop, I am not so sure that this is a good
      idea. Just another note. If I am not mistaken, I think that an early RV10 fatal
      crash plane had the battery installed forward of the firewall. 
      
      -------- 
      See you OSH '14 
      Q/B - flying 4 yrs. 
      
      
      Read this topic online here: 
      
      http://forums.matronics.com/viewtopic.php?p=427948#427948 
      
      
      =========== 
      " target="_blank">http://www.matronics.com/Navigator?RV10-List 
      =========== 
      MS - 
      k">http://forums.matronics.com 
      =========== 
      e - 
      -Matt Dralle, List Admin. 
      t="_blank">http://www.matronics.com/contribution 
      =========== 
      
      
________________________________________________________________________________
Date: 
Aug 04, 2014
Subject: 
Re: Lithium battery on the firewall
From: 
Ed Kranz <ed.kranz(at)gmail.com>
      
      .... and I don't believe that incident had anything to do with the battery
      chemistry or location.
      
      
      On Mon, Aug 4, 2014 at 1:42 PM, John Cox  wrote:
      
      > Dan Lloyd with a Subie.
      > On Aug 4, 2014 10:43 AM, "AirMike"  wrote:
      >
      >>
      >> I do not know very much about lithium batteries, but I would be concerned
      >> about the heat up there especially when you shut down on a hot day. That
      >> area just stays hot for many hours. Computer lithium batteries are not very
      >> stable in heat, but I do not know about the battery that you are talking
      >> about.
      >>
      >> Secondly, the RV10 is naturally nose heavy. I keep about 40# of lead in
      >> my baggage area when only the front two seats are occupied - this with the
      >> battery in the normal area behind the rear bulkhead.
      >>
      >> Unless you have a very light composite prop, I am not so sure that this
      >> is a good idea. Just another note. If I am not mistaken, I think that an
      >> early RV10 fatal crash plane had the battery installed forward of the
      >> firewall.
      >>
      >> --------
      >> See you OSH '14
      >> Q/B - flying 4 yrs.
      >>
      >>
      >>
      >>
      >> Read this topic online here:
      >>
      >> http://forums.matronics.com/viewtopic.php?p=427948#427948
      >>
      >>
      >>
      >>
      >>
      >>
      >>
      >> ==========
      >> " target="_blank">http://www.matronics.com/Navigator?RV10-List
      >> ==========
      >> MS -
      >> k">http://forums.matronics.com
      >> ==========
      >> e -
      >>          -Matt Dralle, List Admin.
      >> t="_blank">http://www.matronics.com/contribution
      >> ==========
      >>
      >>
      >>
      >>  *
      >
      >
      > *
      >
      >
      
________________________________________________________________________________
From: 
"Ben Westfall" <rv10(at)sinkrate.com>
Subject: 
Re: Lithium battery on the firewall
Date: 
Aug 04, 2014
      
      
      It does seem very attractive to me to consider swapping my PC925 for say an EarthX
      48E for weigh savings.  The 48E states a 56 min reserve as opposed to the
      27 min for the 36.  The swap may potentially allow another 20lbs in the baggage
      compartment at the cost of $725 for the battery though I would hope to get a
      lot of life out of it.  It would seem for those 10's w/the lighter composite
      props on the nose the lighter battery in the tail would be doable.
      
      I'd welcome a discussion about "the potential risks" here for the sake of knowledge.
      
      Ben Westfall
      
      
      -----Original Message-----
      
      Hi
      
      Dan's battery was in the tunnel or so I thought. In any event, IIRC, it was not
      the battery per se that caused his crash. See the NTSB report for info.
      
      I saw the Lithium batteries at KOSH and spoke to the reps. I was impressed until
      I spoke to retired avionics / electrical tech where I was staying. I can't see
      the potential risk being worth it especially when weight is needed in the tail
      for W&B considerations.
      
      I did have two Odyssey batteries mounted on my firewall while I had a Subie installed.
      I used a couple of battery boxes from Vans and tied them into the cross
      braces that run diagonally on the lower part of the firewall. I dont know if
      that would work for the IO540 mount.
      
      Given that I am now retrofitting an IO540 (*sigh*), I have moved the batteries
      back to the tail. I was able to use battery boxes to make a mount that fits in
      the stock location and that accommodates the two batteries. 
      
      Cheers
      
      Les
      
      
________________________________________________________________________________
Subject: 
Re: Lithium battery on the firewall
From: 
Michael Kraus <n223rv(at)wolflakeairport.net>
Date: 
Aug 04, 2014
      
      So I'll counter some ideas on battery placement....  
      
      I travelled to Oshkosh with my wife (pax seat) and two children in the back s
      eats (both under 10 yrs old).  Full camping gear for the week.  At take off a
      nd full fuel, I was 50 lbs under gross and CG was good, but as I got down to
       16 gallons, I was aft CG.  So I had to place some heavy bags in the back se
      at floor and I was able to keep CG within specifications all the way to 4 ga
      llons remaining.  
      
      I do have an MT prop (lighter) so maybe if I had a metal prop I'd have been a
      t gross and ok on aft CG, not sure...  I am considering moving my battery fo
      rward so I can have more options when fully loaded knowing I'll have to carr
      y dead weight in the baggage compartment when flying solo....
      
      Just another perspective....
      -Mike
      
      Sent from my iPhone
      
      > On Aug 4, 2014, at 1:53 PM, Carl Froehlich  wr
      ote:
      > 
      > I'm running two PC-625s both located using the per plans placement, but wi
      th a custom mount. I note that one PC-625 has more amp-hr capacity than the E
      XT36C.  I would offer the EXT36C is far too limited on this important aspect
      .  While a second alternator will mitigate the risk you will need to be thou
      ghtful on how you set up your power distribution so you don't end up with a s
      ingle failure point taking out all power.  This last piece is not trivial.  T
      he other issue is that while the cold cranking amps is impressive for this p
      roduct, the low amp-hr rating says you will not have that juice for long.  N
      ote the CCA for two PC-625s in parallel is about the same but for a much lon
      ger crank time. My experience is I would not want any less.  There is no fre
      e lunch.
      > 
      > Other than reduced wiring I don't see any advantage for mounting any batte
      ry on the firewall for an RV-10, and a lot of downside.  Please also note th
      at most W&Bs for RV-10s benefit having the battery(s) mounted in the tail co
      ne.  Compensating with a second alternator will only aggravate the W&B issue
      .
      > 
      > Carl
      > 
      >> On Aug 4, 2014, at 12:16 PM, Ed Kranz  wrote:
      >> 
      >> I'm strongly considering using an EarthX EXT36C Lithium battery on the fi
      rewall of my 10 instead of in the stock battery box in the tail. A buddy did
       a structural analysis, and there are no issues structurally, by a good marg
      in. What I'm wondering about is placement. The two places that look like goo
      d candidates are on the upper firewall between the brake reservoir and the f
      irewall recess, or centered below the brake reservoir. 
      >> 
      >> The battery I'm considering is very small and light (5.9" x 3.4" x 5.4", 3
      .5lbs), but still has 680 cranking amps, and importantly in Minnesota, 405 c
      old cranking amps. I think that this combined with the MUCH shorter wire run
      s to the starter should give me great starting power.
      >> 
      >> My original plan was for a PC925 in the tail. This would be a 22.5 lb red
      uction for me with only the battery, plus the weight of that big #2 cable th
      at will get a lot shorter.
      >> 
      >> I am also planning a TCW Backup Battery for critical avionics, and a seco
      ndary alternator. 
      >> 
      >> Does anyone have any comments about placement or capacity of the battery I
      'm considering?
      >> 
      >> http://earthxmotorsports.com/product...ntal-aircraft/
      >> 
      >> to
      >> 
      >> 
      >> 
      >> 
      >> 
      >> 
      >> 
      >> 
      >> D=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=3
      D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D
      
      >> List"">http://www.matronics.com/Navigator?RV10-List
      >> D=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=3
      D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D
      
      >> //forums.matronics.com
      >> D=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=3
      D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D
      
      >> ot;">http://www.matronics.com/contribution
      >> D=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=3
      D=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=3
      D=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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      D=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=3
      D=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=3
      D=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
      > 
      
________________________________________________________________________________
Subject: 
Re: Lithium battery on the firewall
From: 
Gary <speckter(at)comcast.net>
Date: 
Aug 04, 2014
      
      Wt and balance are the issue here.  Some will tell you that you they don't n
      eed any additional wt in the rear when flying solo, but I have found that th
      ey compensate by landing faster than needed if the cg is correct. 
      
      The Rans solves this problem by putting lead in the tail cone on the S19.  Y
      ou might run the cg calculations with this method and see if it is do-able.
      
      Gary
      
      > On Aug 4, 2014, at 12:16 PM, Ed Kranz  wrote:
      > 
      > aircraft/
      > 
      > 
      > 
      > 
      > 
      > 
      > 
      
________________________________________________________________________________
Subject: 
Re: Lithium battery on the firewall
From: 
"charliewaffles" <mcooper(at)live.com>
Date: 
Aug 04, 2014
      
      
      A couple of things come to mind as I am working through this same issue.
      
      The EarthX 36 is LOWER reserve/usable capacity than the PC925. They do not recommend
      this as a swap for the 925. 
      
      I currently have an EarthX 48E sitting on my bench waiting for install. However,
      my plane is to install it in the tail in the original battery mount. My intent
      is to remove the dead weight that I can't manage and the impact on CG. I already
      fly with a 25lb bag of shot when flying solo, so I can easily bump that
      up to accomodate the 20lb loss. But when I am flying with a full bird, it then
      becomes weight I can move and affect CG and loading much better. I've already
      had issues where the plane was loaded to the point that I was close to dropping
      the tail, so the ability to move that big of a weight moment is very helpful.
      
      EarthX also estimates their batteries to be about an 8 year lifetime, so considerably
      longer than the Odyssey PC925. So on a yearly basis the numbers should
      work out to be about the same.
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=427987#427987
      
      
________________________________________________________________________________
Date: 
Aug 04, 2014
From: 
Don McDonald <building_partner(at)yahoo.com>
Subject: 
Re: Lithium battery on the firewall
      
      Mike, the back seats are so big.... put some heavier items in front of your
       kids feet.=0A=0A=0A=0A________________________________=0A From: Michael Kr
      aus =0ATo: "rv10-list(at)matronics.com" @matronics.com> =0ASent: Monday, August 4, 2014 4:21 PM=0ASubject: Re: RV10
      -List: Lithium battery on the firewall=0A =0A=0A=0ASo I'll counter some ide
      as on battery placement.... -=0A=0AI travelled to Oshkosh with my wife (p
      ax seat) and two children in the back seats (both under 10 yrs old). -Ful
      l camping gear for the week. -At take off and full fuel, I was 50 lbs und
      er gross and CG was good, but as I got down to 16 gallons, I was aft CG. 
      -So I had to place some heavy bags in the back seat floor and I was able 
      to keep CG within specifications all the way to 4 gallons remaining. -=0A
      =0AI do have an MT prop (lighter) so maybe if I had a metal prop I'd have b
      een at gross and ok on aft CG, not sure... -I am considering moving my ba
      ttery forward so I can have more options when fully loaded knowing I'll hav
      e to carry dead weight in the baggage compartment when flying solo....=0A
      =0AJust another perspective....=0A-Mike=0A=0ASent from my iPhone=0A=0AOn Au
      g 4, 2014, at 1:53 PM, Carl Froehlich  wrote:
      =0A=0A=0AI'm running two PC-625s both located using the per plans placement
      , but with a custom mount. I note that one PC-625 has more amp-hr capacity 
      than the EXT36C. -I would offer the EXT36C is far too limited on this imp
      ortant aspect. -While a second alternator will mitigate the risk you will
       need to be thoughtful on how you set up your power distribution so you don
      't end up with a single failure point taking out all power. -This last pi
      ece is not trivial. -The other issue is that while the cold cranking amps
       is impressive for this product, the low amp-hr rating says you will not ha
      ve that juice for long. -Note the CCA for two PC-625s in parallel is abou
      t the same but for a much longer crank time. My experience is I would not w
      ant any less. -There is no free lunch.=0A>=0A>=0A>Other than reduced wiri
      ng I don't see any advantage for mounting any battery on the firewall for a
      n RV-10, and a lot of downside. -Please also note that most W&Bs for RV-1
      0s benefit having the battery(s) mounted in the tail cone. -Compensating 
      with a second alternator will only aggravate the W&B issue.=0A>=0A>=0A>Carl
      =0A>=0A>On Aug 4, 2014, at 12:16 PM, Ed Kranz  wrote:
      =0A>=0A>=0A>I'm strongly considering using an EarthX EXT36C Lithium battery
       on the firewall of my 10 instead of in the stock battery box in the tail. 
      A buddy did a structural analysis, and there are no issues structurally, by
       a good margin. What I'm wondering about is placement. The two places that 
      look like good candidates are on the upper firewall between the brake reser
      voir and the firewall recess, or centered below the brake reservoir.-=0A>
      >=0A>>The battery I'm considering is very small and light (5.9" x 3.4" x 5.
      4", 3.5lbs), but still has 680 cranking amps, and importantly in Minnesota,
       405 cold cranking amps. I think that this combined with the MUCH shorter w
      ire runs to the starter should give me great starting power.=0A>>=0A>>My or
      iginal plan was for a PC925 in the tail. This would be a 22.5 lb reduction 
      for me with only the battery, plus the weight of that big #2 cable that wil
      l get a lot shorter.=0A>>=0A>>I am also planning a TCW Backup Battery for c
      ritical avionics, and a secondary alternator.-=0A>>=0A>>Does anyone have 
      any comments about placement or capacity of the battery I'm considering?=0A
      >>=0A>>http://earthxmotorsports.com/product...ntal-aircraft/=0A>>=0A>>to=0A
      >>=0A>>=0A>>=0A>>=0A>>=0A>>=0A>>D=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=0AList"">http://www.matronics.com/Navig
      ator?RV10-List D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3
      D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3
      D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3
      D=3D=3D=3D=0A//forums.matronics.com D=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=0Aot;">http://www.matronics.c
      om/contribution D=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 = =0A>D=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=0AList"">http://www.matronics.com/Navigator?RV1
      0-List=0AD=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=0A//forums.matronics.com=0AD=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=0Aot;">http://www.matronics.com/co
      ntribution=0AD=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
      ================= 
      
________________________________________________________________________________
Date: 
Aug 04, 2014
Subject: 
Re: Lithium battery on the firewall
From: 
Ed Kranz <ed.kranz(at)gmail.com>
      
      You bring up a point I've seen a few people write about, and I admit, I'm
      not sure I fully understand.
      
      What do we really need starter battery capacity for? I'm planning on a
      primary and secondary alternator, as well as a backup TCW battery for
      critical avionics (PFD, GTN, etc). Possibly a second TCW backup battery for
      electronic ignition, depending on what I decide to do with that. The
      capacity of the starter battery will become the 4th redundancy in an
      electrical system failure.
      
      Other than an electrical emergency, isn't the ship's battery capacity
      mostly just useful for starting the motor? I don't know how many amp-hours
      is used during, say a 10 second crank.
      
      
      On Mon, Aug 4, 2014 at 7:24 PM, charliewaffles  wrote:
      
      >
      > A couple of things come to mind as I am working through this same issue.
      >
      > The EarthX 36 is LOWER reserve/usable capacity than the PC925. They do not
      > recommend this as a swap for the 925.
      >
      > I currently have an EarthX 48E sitting on my bench waiting for install.
      > However, my plane is to install it in the tail in the original battery
      > mount. My intent is to remove the dead weight that I can't manage and the
      > impact on CG. I already fly with a 25lb bag of shot when flying solo, so I
      > can easily bump that up to accomodate the 20lb loss. But when I am flying
      > with a full bird, it then becomes weight I can move and affect CG and
      > loading much better. I've already had issues where the plane was loaded to
      > the point that I was close to dropping the tail, so the ability to move
      > that big of a weight moment is very helpful.
      >
      > EarthX also estimates their batteries to be about an 8 year lifetime, so
      > considerably longer than the Odyssey PC925. So on a yearly basis the
      > numbers should work out to be about the same.
      >
      >
      > Read this topic online here:
      >
      > http://forums.matronics.com/viewtopic.php?p=427987#427987
      >
      >
      
________________________________________________________________________________
Date: 
Aug 04, 2014
Subject: 
Re: Lithium battery on the firewall
From: 
Kelly McMullen <apilot2(at)gmail.com>
      
      It depends entirely on how you are designing your electrical system. If you
      have electronic ignition, a battery needs to be your primary backup. A
      backup alternator is a nice secondary backup.
      Ditto instrument panel. If you rely on glass panels for primary IFR
      display, then you need something, whether mechanical or independent
      electrical as backup display.
      I have chosen to have a single alternator, a single main ship's battery,
      with dual displays, dual ADAHARs, with independent backup batteries for
      each display. I am using two magnetos for ignition. IOW, very old school
      except for the glass panels. My ship's battery is the primary backup to the
      alternator. After the ship's battery drops below 12.3 volts, the EFIS
      backup batteries take over. So Ship's battery is of paramount concern to
      me. I want around 30-40 minutes power with a navcom and a glass panel
      powered before I go to EFIS only with all radios and transponder shutdown.
      At that point I get another 45 min before the first EFIS quits and I turn
      the second back on to give me another 45 min.  So I should have 2  hours
      before I lose all electrical and instrument display. If I haven't either
      gotten on the ground or found VFR in 2 hours I have made multiple mistakes.
      The Odyssey 925 looks to be very comparable in capacity to the RG25 Van's
      planned for. Engine starting is the least important use of the ship's
      battery IMHO.
      
      
      On Mon, Aug 4, 2014 at 6:46 PM, Ed Kranz  wrote:
      
      > You bring up a point I've seen a few people write about, and I admit, I'm
      > not sure I fully understand.
      >
      > What do we really need starter battery capacity for? I'm planning on a
      > primary and secondary alternator, as well as a backup TCW battery for
      > critical avionics (PFD, GTN, etc). Possibly a second TCW backup battery for
      > electronic ignition, depending on what I decide to do with that. The
      > capacity of the starter battery will become the 4th redundancy in an
      > electrical system failure.
      >
      > Other than an electrical emergency, isn't the ship's battery capacity
      > mostly just useful for starting the motor? I don't know how many amp-hours
      > is used during, say a 10 second crank.
      >
      >
      > Read this topic online here:
      >
      > http://forums.matronics.com/viewtopic.php?p=427987#427987
      >>
      >>
      >>
      >>
      >>
      >>
      >>
      >>
      >>
      >>
      >>
      > *
      >
      >
      > *
      >
      >
      
________________________________________________________________________________
From: 
David Saylor <saylor.dave(at)gmail.com>
Date: 
Aug 04, 2014
Subject: 
Re: Lithium battery on the firewall
      
      I think the idea is that if you use a starting battery that's a little
      bigger than you need for starting, you can also use it as one of the
      redundancies.  So in your case if you use something with the capacity of a
      925, you might do without the extra alternator.
      
      Another reason for extra starting capacity is that sometimes starting can
      be a challenge.  Yes, good maintenance and EI can make starting easier, but
      extra capacity can be a big help too.  I've learned that my engine, for
      example, usually fires on a hot start about four blades after I hear the
      starter start to complain.  And, I can run the panel for a few minutes with
      any anxiety about what I'm doing to the battery.  So a little extra is nice
      to have.  So is a ground power plug, big enough for starting.
      
      Ed, keep in mind that you're proposing a fairly complex system with a lot
      of interconnects and maybe a few unknowns.  Ideally each component is
      transparent and just "works" but in my experience it's usually not that
      simple.
      
      --Dave
      
      PP 60A, PC 925, TCW backup for AP & GNS, Internal batts for EFIS 1, 2, &
      GPS 2
      
      
      On Mon, Aug 4, 2014 at 6:46 PM, Ed Kranz  wrote:
      
      > You bring up a point I've seen a few people write about, and I admit, I'm
      > not sure I fully understand.
      >
      > What do we really need starter battery capacity for? I'm planning on a
      > primary and secondary alternator, as well as a backup TCW battery for
      > critical avionics (PFD, GTN, etc). Possibly a second TCW backup battery for
      > electronic ignition, depending on what I decide to do with that. The
      > capacity of the starter battery will become the 4th redundancy in an
      > electrical system failure.
      >
      > Other than an electrical emergency, isn't the ship's battery capacity
      > mostly just useful for starting the motor? I don't know how many amp-hours
      > is used during, say a 10 second crank.
      >
      >
      > On Mon, Aug 4, 2014 at 7:24 PM, charliewaffles  wrote:
      >
      >>
      >> A couple of things come to mind as I am working through this same issue.
      >>
      >> The EarthX 36 is LOWER reserve/usable capacity than the PC925. They do
      >> not recommend this as a swap for the 925.
      >>
      >> I currently have an EarthX 48E sitting on my bench waiting for install.
      >> However, my plane is to install it in the tail in the original battery
      >> mount. My intent is to remove the dead weight that I can't manage and the
      >> impact on CG. I already fly with a 25lb bag of shot when flying solo, so I
      >> can easily bump that up to accomodate the 20lb loss. But when I am flying
      >> with a full bird, it then becomes weight I can move and affect CG and
      >> loading much better. I've already had issues where the plane was loaded to
      >> the point that I was close to dropping the tail, so the ability to move
      >> that big of a weight moment is very helpful.
      >>
      >> EarthX also estimates their batteries to be about an 8 year lifetime, so
      >> considerably longer than the Odyssey PC925. So on a yearly basis the
      >> numbers should work out to be about the same.
      >>
      >>
      >>
      >>
      >> Read this topic online here:
      >>
      >> http://forums.matronics.com/viewtopic.php?p=427987#427987
      >>
      >>
      >>
      >>
      >>
      >>
      >>
      >> ==========
      >> " target="_blank">http://www.matronics.com/Navigator?RV10-List
      >> ==========
      >> MS -
      >> k">http://forums.matronics.com
      >> ==========
      >> e -
      >>          -Matt Dralle, List Admin.
      >> t="_blank">http://www.matronics.com/contribution
      >> ==========
      >>
      >>
      >>
      >>
      > *
      >
      >
      > *
      >
      >
      
________________________________________________________________________________
Date: 
Aug 04, 2014
From: 
Linn Walters <flying-nut(at)cfl.rr.com>
Subject: 
Re: Lithium battery on the firewall
      
      Starters can draw about 200 amps from a new battery when cranking.  Add 
      cold weather and CCA goes down along with increased drag of thick oil 
      and some age ..... not a pretty combination.  After starting the battery 
      load is really small, especially with the new avionics designs so I'd 
      guess you could run out of gas before you depleted the battery.  Just 
      depends on what you can shut down .... strobes and transponder are good 
      current suckers.
      
      The CCA is the batteries capacity and is the number of amps a battery 
      can deliver over 30 seconds at zero degrees F ..... before the battery 
      voltage drops to 7.2 volts.
      
      
      Linn
      
      
      On 8/4/2014 9:46 PM, Ed Kranz wrote:
      > You bring up a point I've seen a few people write about, and I admit, 
      > I'm not sure I fully understand.
      >
      > What do we really need starter battery capacity for? I'm planning on a 
      > primary and secondary alternator, as well as a backup TCW battery for 
      > critical avionics (PFD, GTN, etc). Possibly a second TCW backup 
      > battery for electronic ignition, depending on what I decide to do with 
      > that. The capacity of the starter battery will become the 4th 
      > redundancy in an electrical system failure.
      >
      > Other than an electrical emergency, isn't the ship's battery capacity 
      > mostly just useful for starting the motor? I don't know how many 
      > amp-hours is used during, say a 10 second crank.
      >
      >
      > On Mon, Aug 4, 2014 at 7:24 PM, charliewaffles  > wrote:
      >
      >     >
      >
      >     A couple of things come to mind as I am working through this same
      >     issue.
      >
      >     The EarthX 36 is LOWER reserve/usable capacity than the PC925.
      >     They do not recommend this as a swap for the 925.
      >
      >     I currently have an EarthX 48E sitting on my bench waiting for
      >     install. However, my plane is to install it in the tail in the
      >     original battery mount. My intent is to remove the dead weight
      >     that I can't manage and the impact on CG. I already fly with a
      >     25lb bag of shot when flying solo, so I can easily bump that up to
      >     accomodate the 20lb loss. But when I am flying with a full bird,
      >     it then becomes weight I can move and affect CG and loading much
      >     better. I've already had issues where the plane was loaded to the
      >     point that I was close to dropping the tail, so the ability to
      >     move that big of a weight moment is very helpful.
      >
      >     EarthX also estimates their batteries to be about an 8 year
      >     lifetime, so considerably longer than the Odyssey PC925. So on a
      >     yearly basis the numbers should work out to be about the same.
      >
      >
      >     Read this topic online here:
      >
      >     http://forums.matronics.com/viewtopic.php?p=427987#427987
      >
      >
      >     ==========
      >     " target="_blank">http://www.matronics.com/Navigator?RV10-List
      >     ==========
      >     MS -
      >     k">http://forums.matronics.com
      >     ==========
      >     e -
      >              -Matt Dralle, List Admin.
      >     t="_blank">http://www.matronics.com/contribution
      >     ==========
      >
      >
      > *
      >
      >
      > *
      >
      > No virus found in this message.
      > Checked by AVG - www.avg.com <http://www.avg.com>
      >
      
      
________________________________________________________________________________
From: 
Carl Froehlich <carl.froehlich(at)verizon.net>
Date: 
Aug 04, 2014
Subject: 
Re: Lithium battery on the firewall
      
      There is nothing as reliable as a maintained battery.  As such the battery(s
      ) provides the foundation for electrical power distribution capacity calcula
      tions.  The other issue is the confidence of design that a single point fail
      ure will not take out non-vital power distibution.  A classic example of thi
      s is a twin engine plane having two alternators and two batteries but a comm
      on master buss.  This led to a twin having sudden and total loss of all powe
      r when the common buss failed as a result of a high resistance connection.
      
      For me I used a design criteria of 2 hours of IFR flight using just one of t
      he two installed PC-625 batteries and no altenator.  This is the "must have b
      attery amp-hr capacity" for my plane.  Here again one must be thorough in de
      sign to make sure that under practical failure modes at least one battery ca
      n always be directed to the avionic loads.  If you are running dual LightSpe
      ed ignitions this criterial becomes exceptionally important.
      
      Some procedural rules follow.  For example if one flogs a battery(s) into th
      e ground on a hard start the reserve amp-hr capacity will not be available f
      or at least the first part of the flight.  Another example is leaving a mast
      er on.  At this point even if you can breath some life back into it the batt
      ery, capacity is compromised and it should be replaced.  As an alternative t
      o doing periodic battery discharge testing to verify amp-hr capacity I just r
      eplace one of the two PC-625 batteries every two years.  The pulled batterie
      s end up providing many years of service in tractors here at the airpark.
      
      Carl
      
      > On Aug 4, 2014, at 8:46 PM, Ed Kranz  wrote:
      > 
      > You bring up a point I've seen a few people write about, and I admit, I'm n
      ot sure I fully understand.
      > 
      > What do we really need starter battery capacity for? I'm planning on a pri
      mary and secondary alternator, as well as a backup TCW battery for critical a
      vionics (PFD, GTN, etc). Possibly a second TCW backup battery for electronic
       ignition, depending on what I decide to do with that. The capacity of the s
      tarter battery will become the 4th redundancy in an electrical system failur
      e. 
      > 
      > Other than an electrical emergency, isn't the ship's battery capacity most
      ly just useful for starting the motor? I don't know how many amp-hours is us
      ed during, say a 10 second crank. 
      > 
      > 
      > 
      > 
      > On Mon, Aug 4, 2014 at 7:24 PM, charliewaffles  wrote-->
       RV10-List message posted by: "charliewaffles" 
      >> 
      >> A couple of things come to mind as I am working through this same issue
      >> The EarthX 36 is LOWER reserve/usable capacity than the PC925. They do no
      t recommend this as a swap for the 925.
      >> 
      >> I currently have an EarthX 48E sitting on my bench waiting for install. H
      owever, my plane is to install it in the tail in the original battery mount.
       My intent is to remove the dead weight that I can't manage and the impact o
      n CG. I already fly with a 25lb bag of shot when flying solo, so I can easil
      y bump that up to accomodate the 20lb loss. But when I am flying with a full
       bird, it then becomes weight I can move and affect CG and loading much bett
      er. I've already had issues where the plane was loaded to the point that I w
      as close to dropping the tail, so the ability to move that big of a weight m
      oment is very helpful.
      >> 
      >> EarthX also estimates their batteries to be about an 8 year lifetime, so c
      onsiderably longer than the Odyssey PC925. So on a yearly basis the numbers s
      hould work out to be about the same.
      >> 
      >> 
      >> 
      >> 
      >> Read this topic online here:
      >> 
      >> http://forums.matronics.com/viewtopic.php?p=427987#427987
      >> 
      >> 
      >> 
      >> 
      >> 
      >> 
      >> 
      >> ==========
      >> " target="_blank">http://www.matronics.com/Navigator?RV10-List
      >> ==========
      >> MS -
      >> k">http://forums.matronics.com
      >> ==========
      >> e -
      >>          -Matt Dralle, List Admin.
      >> t="_blank">http://www.matronics.com/contribution
      >> ==========
      > 
      > 
      > 
      3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3
      D=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=3
      D=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=3
      D=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=3
      D=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
      > 
      > 
      
________________________________________________________________________________
Date: 
Aug 04, 2014
From: 
Kelly McMullen <kellym(at)aviating.com>
Subject: 
Re: Lithium battery on the firewall
      
      
      Depends on what equipment you have. My glass panels draw about 3.7 amps 
      each. My transponder draw is 0.1 to 0.2 amps. My GTN650 is almost 4 
      amps, while the SL30 is 0.2-0.3 amps receiving and maybe 1.5 
      transmitting. My LED strobes and nav lights are a fraction of the old 
      incandescent nav lights and flash tube strobes. I figure  I can fly on 
      one glass panel and the SL-30 for nav if needed. Given a battery 
      capacity of over 25 amp hours should give me 3-4 hours in theory. I'd be 
      happy with half that.
      
      On 8/4/2014 7:38 PM, Linn Walters wrote:
      >    Just depends on what you can shut down .... strobes and transponder 
      > are good current suckers.
      >
      
      
________________________________________________________________________________
From: 
David King <daviid(at)gmail.com>
Subject: 
Re: Lithium battery on the firewall
Date: 
Aug 04, 2014
      
      Another thing to consider is lithium batteries are notoriously terrible in c
      old weather. When I was racing motorcycles I had to warm the battery up befo
      re it would think about cranking on a cold morning. I would probably install
       some sort of battery heater to ensure it's operating at max efficiency when
       it's started for the first time during a cold spell
      
      Sent from my iPad
      
      > On Aug 4, 2014, at 9:46 PM, Ed Kranz  wrote:
      > 
      > You bring up a point I've seen a few people write about, and I admit, I'm n
      ot sure I fully understand.
      > 
      > What do we really need starter battery capacity for? I'm planning on a pri
      mary and secondary alternator, as well as a backup TCW battery for critical a
      vionics (PFD, GTN, etc). Possibly a second TCW backup battery for electronic
       ignition, depending on what I decide to do with that. The capacity of the s
      tarter battery will become the 4th redundancy in an electrical system failur
      e. 
      > 
      > Other than an electrical emergency, isn't the ship's battery capacity most
      ly just useful for starting the motor? I don't know how many amp-hours is us
      ed during, say a 10 second crank. 
      > 
      > 
      > 
      > 
      >> On Mon, Aug 4, 2014 at 7:24 PM, charliewaffles  wrote:
      >> 
      >> A couple of things come to mind as I am working through this same issue.
      >> 
      >> The EarthX 36 is LOWER reserve/usable capacity than the PC925. They do no
      t recommend this as a swap for the 925.
      >> 
      >> I currently have an EarthX 48E sitting on my bench waiting for install. H
      owever, my plane is to install it in the tail in the original battery mount.
       My intent is to remove the dead weight that I can't manage and the impact o
      n CG. I already fly with a 25lb bag of shot when flying solo, so I can easil
      y bump that up to accomodate the 20lb loss. But when I am flying with a full
       bird, it then becomes weight I can move and affect CG and loading much bett
      er. I've already had issues where the plane was loaded to the point that I w
      as close to dropping the tail, so the ability to move that big of a weight m
      oment is very helpful.
      >> 
      >> EarthX also estimates their batteries to be about an 8 year lifetime, so c
      onsiderably longer than the Odyssey PC925. So on a yearly basis the numbers s
      hould work out to be about the same.
      >> 
      >> 
      >> 
      >> 
      >> Read this topic online here:
      >> 
      >> http://forums.matronics.com/viewtopic.php?p=427987#427987
      >> 
      >> 
      >> 
      >> 
      >> 
      >> 
      >> 
      >> ==========
      >> " target="_blank">http://www.matronics.com/Navigator?RV10-List
      >> ==========
      >> MS -
      >> k">http://forums.matronics.com
      >> ==========
      >> e -
      >>          -Matt Dralle, List Admin.
      >> t="_blank">http://www.matronics.com/contribution
      >> ==========
      > 
      > 
      > 
      3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3
      D=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=3
      D=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=3
      D=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=3
      D=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
      > 
      
________________________________________________________________________________
Date: 
Aug 04, 2014
From: 
Tim Olson <Tim(at)MyRV10.com>
Subject: 
Re: Lithium battery on the firewall
      
      
      I suppose I can throw in my .02 also, although with depreciation
      it may only be worth .01.
      
      I've read the other comments so far, and many people brought
      up good points.  First, I know of at least one other person who
      lives up in the midwest (I can't remember who, but I remember
      the conversation) who put a 680 in and found it wasn't quite enough
      crank when very cold as it gets up here.  They ended up swapping
      for a 925.  So at the very least, I would buy a larger battery than
      gives that equivalent crank in the winter.  And don't discount how
      LONG it can crank the engine also...if you're flooded in a hot start
      situation in the summer, it isn't inconceivable that you could end
      up cranking too many times to get started with a smaller battery.
      Please, I don't want to re-hash the old hot start procedures
      in this thread.
      
      I also have not warmed myself up to the idea of dual EI's.  I certainly
      think it can be done to a fairly good level, but as of yet I am
      not willing to put all of my eggs into the EI basket.  Having a mag
      is still the most long-term proven thing to get you by when have
      zero battery...and no, I'm not considering the phantom p-mag.
      
      I also was lured, early on, into the "lets just buy another alternator"
      concept.  Check my panel, it's even got Aux Alternator silkscreened on 
      it. It took me a while to lose all of that crazyness.  Sometimes I
      think too many people don't follow the K.I.S.S. principle and not only
      does it cost them build time, but it costs them lots of money, and it
      can make their airplane more complex to even understand, even for the
      builder who built it.  It's just yet one more system that can fail,
      one more piece of hardware that can leave you stranded, and one more
      pile of paper out of your wallet.
      
      I liked my aux battery pack, and my PC925 sized battery, and I knew
      that would give me comfortable range.  If I remember right, my Aux
      will run me an hour or so.  That's without even relying on the 925.
      1 hour in the RV-10 can easily get you over 150nm.  Do you think
      you can find an airport you can successfully fly an approach to,
      somewhere in a 100nm radius of where you are?  I criscrossed the
      country a few times and I can't remember ever being more than about
      50 miles from an airport.  I've probably got over 2 hours of
      avionics time, if I shed some load, so the batteries alone will
      get me on the ground.  A dead alternator isn't that big of a deal
      if you catch it.  A dead battery isn't either, if you have a working
      alternator.  What's the chance that you'll fail both at the same
      time?  Not much.  And if you have aux batteries, you STILL have
      juice.  And, take it one more step....what's the chance that even
      IF you fail an alternator and battery, that you'll be in IMC
      on that flight.  In over 1000 hours, I've found IMC to be much more
      elusive than VMC.  So when you start playing odds, you're looking
      at some pretty slim chances of losing everything.  I personally believe
      that a fairly simple system, will likely be more reliable in the
      long run.  And, to cap it off, I'm also not opposed to landing on the
      road 2 miles off my wing if all heck breaks loose.  My original
      intention was to fly for a bit, and add the aux alt after I saw
      what I had.  After a bit, I started to see that I had just gone a
      little off the deep end, and was more comfortable with just a
      PC925 and aux batteries.
      
      As far as lithium batteries go, I drive one every day to work,
      and I'm comfortable with that, but I've watched enough youtube
      vids and read enough on the dreamliner to know that I'm not going
      to be an early adopter of any Lithium battery.  I know that the
      single most impossible situation to survive in an airplane is
      not that the battery will die flying IFR, but that there will be
      a fire in the cockpit, or on the airframe.  If it was a fuel
      fire, I'd be MORE comfortable, because you may have a chance of
      making it out after cranking the red arrow on the tunnel top.  But
      if your battery does decide to smoke or burn, there is really not
      anything you will do to put it out.  So if you go Lithium
      technologies, also consider the Halon fire extinguisher system
      to put near it.  I wouldn't put it in MY plane right now, when I'm
      flying the family...but if you do, take every precaution.  Maybe
      after 6 years more of experience, when they're flying in 3000 other
      eager beaver's planes, and are more widely adopted by GA manufacturers,
      I'll change my mind, but in some things, being an early adopter isn't
      my forte'.  Fuel systems especially, but anything that can cause
      a fire...definitely.
      
      Regarding CG, if you DO go lithium, I think the firewall would
      be a good place.  Lose the aux alternator and you will still be
      fine for CG.  Trust me, when you're alone you can always add
      baggage ballast (although I personally feel it's unnecessary), but
      I have many many more hours where I've FILLED the tail with gear
      and could USE the extra CG range aft than I have where I could
      have used ballast.  I probably fly 10x as much where I carry
      lots of baggage than when I carry none...and when I have none, I
      still have my tool bag which is maybe 8-10 lbs, and tie downs that
      are 8lbs too.  Also, if you put the battery on the forward side
      of the firewall, I think that would be better, if you're using
      lithium.  Better yet would be to build a release system into
      the battery so if it does start on fire, you can jettison it.  But
      putting it FWF may keep that fire from bringing you down...maybe.
      Either way, I think CG is a non-issue...you could do a PC925
      in the rear, or a Lithium in rear or front, and it just doesn't
      matter.  The Dan Lloyd references don't count for anything, unless
      you plan to crimp your battery terminals with a pliers...which
      I'm sure is not the case.  Bad crimps are what was found that brought
      that plane down.
      
      I suppose since I already wrote too much,  can keep going with one
      more thing...load shedding.  What *really* is minimal equipment if you
      have an issue while flying...even IFR or VFR.  Do you really CARE if
      you have a transponder on if you are looking to keep your last bit
      of juice?  I don't think I do. Do you need strobes, or nav lights?
      I don't. Maybe a landing light, 1 nav/com, and 1 GPS would be nice.
      I'd want attitude/altitude at minimum too.  I don't know all about
      the G3X, but I'd think you could have plenty with one screen,
      and the associated sensors.  One thing I don't know is, do you even
      need the GTN to have power?  On the Chelton, each box will work
      independently if it gets GPS signal from the GADAHRS.  If the G3X
      is the same, maybe you don't even need the GTN.  Certainly if it
      is VFR daytime (the most common type of flying) when it happens,
      an ipad would suffice as the entire avionics suite, with your eyes
      out the window.  You don't even need airspeed indication to fly
      the airplane.
      
      So that's a lot to digest and think through.  Some of the other big
      benefits to following the K.I.S.S. principle are: lower cost,
      easier to build, quicker to complete, less to troubleshoot later.
      
      Tim
      
      On 8/4/2014 9:31 PM, David Saylor wrote:
      > I think the idea is that if you use a starting battery that's a little
      > bigger than you need for starting, you can also use it as one of the
      > redundancies.  So in your case if you use something with the capacity of
      > a 925, you might do without the extra alternator.
      >
      > Another reason for extra starting capacity is that sometimes starting
      > can be a challenge.  Yes, good maintenance and EI can make starting
      > easier, but extra capacity can be a big help too.  I've learned that my
      > engine, for example, usually fires on a hot start about four blades
      > after I hear the starter start to complain.  And, I can run the panel
      > for a few minutes with any anxiety about what I'm doing to the battery.
      >   So a little extra is nice to have.  So is a ground power plug, big
      > enough for starting.
      >
      > Ed, keep in mind that you're proposing a fairly complex system with a
      > lot of interconnects and maybe a few unknowns.  Ideally each component
      > is transparent and just "works" but in my experience it's usually not
      > that simple.
      >
      > --Dave
      >
      > PP 60A, PC 925, TCW backup for AP & GNS, Internal batts for EFIS 1, 2, &
      > GPS 2
      >
      >
      > On Mon, Aug 4, 2014 at 6:46 PM, Ed Kranz  > wrote:
      >
      >     You bring up a point I've seen a few people write about, and I
      >     admit, I'm not sure I fully understand.
      >
      >     What do we really need starter battery capacity for? I'm planning on
      >     a primary and secondary alternator, as well as a backup TCW battery
      >     for critical avionics (PFD, GTN, etc). Possibly a second TCW backup
      >     battery for electronic ignition, depending on what I decide to do
      >     with that. The capacity of the starter battery will become the 4th
      >     redundancy in an electrical system failure.
      >
      >     Other than an electrical emergency, isn't the ship's battery
      >     capacity mostly just useful for starting the motor? I don't know how
      >     many amp-hours is used during, say a 10 second crank.
      >
      >
      >     On Mon, Aug 4, 2014 at 7:24 PM, charliewaffles      > wrote:
      >
      >         >
      >
      >         A couple of things come to mind as I am working through this
      >         same issue.
      >
      >         The EarthX 36 is LOWER reserve/usable capacity than the PC925.
      >         They do not recommend this as a swap for the 925.
      >
      >         I currently have an EarthX 48E sitting on my bench waiting for
      >         install. However, my plane is to install it in the tail in the
      >         original battery mount. My intent is to remove the dead weight
      >         that I can't manage and the impact on CG. I already fly with a
      >         25lb bag of shot when flying solo, so I can easily bump that up
      >         to accomodate the 20lb loss. But when I am flying with a full
      >         bird, it then becomes weight I can move and affect CG and
      >         loading much better. I've already had issues where the plane was
      >         loaded to the point that I was close to dropping the tail, so
      >         the ability to move that big of a weight moment is very helpful.
      >
      >         EarthX also estimates their batteries to be about an 8 year
      >         lifetime, so considerably longer than the Odyssey PC925. So on a
      >         yearly basis the numbers should work out to be about the same.
      >
      >
      >         Read this topic online here:
      >
      >         http://forums.matronics.com/viewtopic.php?p=427987#427987
      >
      >
      >         ==========
      >         " target="_blank">http://www.matronics.com/Navigator?RV10-List
      >         ==========
      >         MS -
      >         k">http://forums.matronics.com
      >         ==========
      >         e -
      >                   -Matt Dralle, List Admin.
      >         t="_blank">http://www.matronics.com/contribution
      >         ==========
      >
      >
      >     *
      >
      >     get="_blank">http://www.matronics.com/Navigator?RV10-List
      >     tp://forums.matronics.com
      >     _blank">http://www.matronics.com/contribution
      >
      >     *
      >
      >
      > *
      >
      >
      > *
      >
      
      
________________________________________________________________________________
Date: 
Aug 04, 2014
Subject: 
Re: Lithium battery on the firewall
From: 
Deems Davis <deemsdavis(at)cox.net>
      
      Finally!!!!!!!!!
      
      :   )>
      
      
       something to replace Primer Wars!!!!
      
      
      On Mon, Aug 4, 2014 at 9:08 PM, Tim Olson  wrote:
      
      >
      > I suppose I can throw in my .02 also, although with depreciation
      > it may only be worth .01.
      >
      > I've read the other comments so far, and many people brought
      > up good points.  First, I know of at least one other person who
      > lives up in the midwest (I can't remember who, but I remember
      > the conversation) who put a 680 in and found it wasn't quite enough
      > crank when very cold as it gets up here.  They ended up swapping
      > for a 925.  So at the very least, I would buy a larger battery than
      > gives that equivalent crank in the winter.  And don't discount how
      > LONG it can crank the engine also...if you're flooded in a hot start
      > situation in the summer, it isn't inconceivable that you could end
      > up cranking too many times to get started with a smaller battery.
      > Please, I don't want to re-hash the old hot start procedures
      > in this thread.
      >
      > I also have not warmed myself up to the idea of dual EI's.  I certainly
      > think it can be done to a fairly good level, but as of yet I am
      > not willing to put all of my eggs into the EI basket.  Having a mag
      > is still the most long-term proven thing to get you by when have
      > zero battery...and no, I'm not considering the phantom p-mag.
      >
      > I also was lured, early on, into the "lets just buy another alternator"
      > concept.  Check my panel, it's even got Aux Alternator silkscreened on it.
      > It took me a while to lose all of that crazyness.  Sometimes I
      > think too many people don't follow the K.I.S.S. principle and not only
      > does it cost them build time, but it costs them lots of money, and it
      > can make their airplane more complex to even understand, even for the
      > builder who built it.  It's just yet one more system that can fail,
      > one more piece of hardware that can leave you stranded, and one more
      > pile of paper out of your wallet.
      >
      > I liked my aux battery pack, and my PC925 sized battery, and I knew
      > that would give me comfortable range.  If I remember right, my Aux
      > will run me an hour or so.  That's without even relying on the 925.
      > 1 hour in the RV-10 can easily get you over 150nm.  Do you think
      > you can find an airport you can successfully fly an approach to,
      > somewhere in a 100nm radius of where you are?  I criscrossed the
      > country a few times and I can't remember ever being more than about
      > 50 miles from an airport.  I've probably got over 2 hours of
      > avionics time, if I shed some load, so the batteries alone will
      > get me on the ground.  A dead alternator isn't that big of a deal
      > if you catch it.  A dead battery isn't either, if you have a working
      > alternator.  What's the chance that you'll fail both at the same
      > time?  Not much.  And if you have aux batteries, you STILL have
      > juice.  And, take it one more step....what's the chance that even
      > IF you fail an alternator and battery, that you'll be in IMC
      > on that flight.  In over 1000 hours, I've found IMC to be much more
      > elusive than VMC.  So when you start playing odds, you're looking
      > at some pretty slim chances of losing everything.  I personally believe
      > that a fairly simple system, will likely be more reliable in the
      > long run.  And, to cap it off, I'm also not opposed to landing on the
      > road 2 miles off my wing if all heck breaks loose.  My original
      > intention was to fly for a bit, and add the aux alt after I saw
      > what I had.  After a bit, I started to see that I had just gone a
      > little off the deep end, and was more comfortable with just a
      > PC925 and aux batteries.
      >
      > As far as lithium batteries go, I drive one every day to work,
      > and I'm comfortable with that, but I've watched enough youtube
      > vids and read enough on the dreamliner to know that I'm not going
      > to be an early adopter of any Lithium battery.  I know that the
      > single most impossible situation to survive in an airplane is
      > not that the battery will die flying IFR, but that there will be
      > a fire in the cockpit, or on the airframe.  If it was a fuel
      > fire, I'd be MORE comfortable, because you may have a chance of
      > making it out after cranking the red arrow on the tunnel top.  But
      > if your battery does decide to smoke or burn, there is really not
      > anything you will do to put it out.  So if you go Lithium
      > technologies, also consider the Halon fire extinguisher system
      > to put near it.  I wouldn't put it in MY plane right now, when I'm
      > flying the family...but if you do, take every precaution.  Maybe
      > after 6 years more of experience, when they're flying in 3000 other
      > eager beaver's planes, and are more widely adopted by GA manufacturers,
      > I'll change my mind, but in some things, being an early adopter isn't
      > my forte'.  Fuel systems especially, but anything that can cause
      > a fire...definitely.
      >
      > Regarding CG, if you DO go lithium, I think the firewall would
      > be a good place.  Lose the aux alternator and you will still be
      > fine for CG.  Trust me, when you're alone you can always add
      > baggage ballast (although I personally feel it's unnecessary), but
      > I have many many more hours where I've FILLED the tail with gear
      > and could USE the extra CG range aft than I have where I could
      > have used ballast.  I probably fly 10x as much where I carry
      > lots of baggage than when I carry none...and when I have none, I
      > still have my tool bag which is maybe 8-10 lbs, and tie downs that
      > are 8lbs too.  Also, if you put the battery on the forward side
      > of the firewall, I think that would be better, if you're using
      > lithium.  Better yet would be to build a release system into
      > the battery so if it does start on fire, you can jettison it.  But
      > putting it FWF may keep that fire from bringing you down...maybe.
      > Either way, I think CG is a non-issue...you could do a PC925
      > in the rear, or a Lithium in rear or front, and it just doesn't
      > matter.  The Dan Lloyd references don't count for anything, unless
      > you plan to crimp your battery terminals with a pliers...which
      > I'm sure is not the case.  Bad crimps are what was found that brought
      > that plane down.
      >
      > I suppose since I already wrote too much,  can keep going with one
      > more thing...load shedding.  What *really* is minimal equipment if you
      > have an issue while flying...even IFR or VFR.  Do you really CARE if
      > you have a transponder on if you are looking to keep your last bit
      > of juice?  I don't think I do. Do you need strobes, or nav lights?
      > I don't. Maybe a landing light, 1 nav/com, and 1 GPS would be nice.
      > I'd want attitude/altitude at minimum too.  I don't know all about
      > the G3X, but I'd think you could have plenty with one screen,
      > and the associated sensors.  One thing I don't know is, do you even
      > need the GTN to have power?  On the Chelton, each box will work
      > independently if it gets GPS signal from the GADAHRS.  If the G3X
      > is the same, maybe you don't even need the GTN.  Certainly if it
      > is VFR daytime (the most common type of flying) when it happens,
      > an ipad would suffice as the entire avionics suite, with your eyes
      > out the window.  You don't even need airspeed indication to fly
      > the airplane.
      >
      > So that's a lot to digest and think through.  Some of the other big
      > benefits to following the K.I.S.S. principle are: lower cost,
      > easier to build, quicker to complete, less to troubleshoot later.
      >
      > Tim
      >
      > On 8/4/2014 9:31 PM, David Saylor wrote:
      >
      >> I think the idea is that if you use a starting battery that's a little
      >> bigger than you need for starting, you can also use it as one of the
      >> redundancies.  So in your case if you use something with the capacity of
      >> a 925, you might do without the extra alternator.
      >>
      >> Another reason for extra starting capacity is that sometimes starting
      >> can be a challenge.  Yes, good maintenance and EI can make starting
      >> easier, but extra capacity can be a big help too.  I've learned that my
      >> engine, for example, usually fires on a hot start about four blades
      >> after I hear the starter start to complain.  And, I can run the panel
      >> for a few minutes with any anxiety about what I'm doing to the battery.
      >>   So a little extra is nice to have.  So is a ground power plug, big
      >> enough for starting.
      >>
      >> Ed, keep in mind that you're proposing a fairly complex system with a
      >> lot of interconnects and maybe a few unknowns.  Ideally each component
      >> is transparent and just "works" but in my experience it's usually not
      >> that simple.
      >>
      >> --Dave
      >>
      >> PP 60A, PC 925, TCW backup for AP & GNS, Internal batts for EFIS 1, 2, &
      >> GPS 2
      >>
      >>
      >>
      >>
      >>
      >>
      >> On Mon, Aug 4, 2014 at 6:46 PM, Ed Kranz > > wrote:
      >>
      >>     You bring up a point I've seen a few people write about, and I
      >>     admit, I'm not sure I fully understand.
      >>
      >>     What do we really need starter battery capacity for? I'm planning on
      >>     a primary and secondary alternator, as well as a backup TCW battery
      >>     for critical avionics (PFD, GTN, etc). Possibly a second TCW backup
      >>     battery for electronic ignition, depending on what I decide to do
      >>     with that. The capacity of the starter battery will become the 4th
      >>     redundancy in an electrical system failure.
      >>
      >>     Other than an electrical emergency, isn't the ship's battery
      >>     capacity mostly just useful for starting the motor? I don't know how
      >>     many amp-hours is used during, say a 10 second crank.
      >>
      >>
      >>
      >>
      >>     On Mon, Aug 4, 2014 at 7:24 PM, charliewaffles >     > wrote:
      >>
      >>         >
      >>
      >>         A couple of things come to mind as I am working through this
      >>         same issue.
      >>
      >>         The EarthX 36 is LOWER reserve/usable capacity than the PC925.
      >>         They do not recommend this as a swap for the 925.
      >>
      >>         I currently have an EarthX 48E sitting on my bench waiting for
      >>         install. However, my plane is to install it in the tail in the
      >>         original battery mount. My intent is to remove the dead weight
      >>         that I can't manage and the impact on CG. I already fly with a
      >>         25lb bag of shot when flying solo, so I can easily bump that up
      >>         to accomodate the 20lb loss. But when I am flying with a full
      >>         bird, it then becomes weight I can move and affect CG and
      >>         loading much better. I've already had issues where the plane was
      >>         loaded to the point that I was close to dropping the tail, so
      >>         the ability to move that big of a weight moment is very helpful.
      >>
      >>         EarthX also estimates their batteries to be about an 8 year
      >>         lifetime, so considerably longer than the Odyssey PC925. So on a
      >>         yearly basis the numbers should work out to be about the same.
      >>
      >>
      >>
      >>
      >>         Read this topic online here:
      >>
      >>         http://forums.matronics.com/viewtopic.php?p=427987#427987
      >>
      >>
      >>
      >>
      >>
      >>
      >>
      >>         ==========
      >>         " target="_blank">http://www.matronics.com/Navigator?RV10-List
      >>         ==========
      >>         MS -
      >>         k">http://forums.matronics.com
      >>         ==========
      >>         e -
      >>                   -Matt Dralle, List Admin.
      >>         t="_blank">http://www.matronics.com/contribution
      >>         ==========
      >>
      >>
      >>
      >>
      >>     *
      >>
      >>     get="_blank">http://www.matronics.com/Navigator?RV10-List
      >>     tp://forums.matronics.com
      >>     _blank">http://www.matronics.com/contribution
      >>
      >>     *
      >>
      >>
      >> *
      >>
      >>
      >> *
      >>
      >>
      >
      >
      
________________________________________________________________________________
From: 
"DLM" <dlm34077(at)cox.net>
Subject: 
batteries
Date: 
Aug 05, 2014
      
      I initially installed two 680s in a modified box in the Vans location; each
      was in parallel with the other. I have two masters on the panel and can
      crank with either or both. I usually crank with both. I changed the two 680s
      at about 700TT. Early in its life I found that the original plan to use one
      of the rear 680s as avionics backup left something to be desired; namely a
      propensity towards aft CG on landing after a long trip. My friends always
      joke that I carry a machine shop in the baggage area (40# tools and 10#
      spare parts). I now have a 680 mounted on the firewall for an essential bus
      backup protected by 1/4 foam/aluminum insulation. The two rear 680s are
      connected to the primary bus. The primary bus contains the usual alternator
      B+ breakers, field breaker, the mundane breakers for strobes pitot heat, NAV
      lights, etc and an extra input for power to the backup EFIS and the Trutrak
      AP. The essential bus contains individual breakers for the SL30 COM and NAV
      sides, Trig transponder (mode S, ADSB out) Chelton EFIS, GRT Sport SX, ADSB
      receiver,etc. The busses can be connected via an avionics breaker or
      separated via a power diode. All appliances are powered directly from the
      bus and can be individually pulled or toggled OFF. I agree with Tim that the
      engine gets and stays very hot after shutdown and I am not adopting the
      Lithium battery solution, having been affected by the AD on lithium
      batteries in certified aircraft. The reason for my firewall battery is W/B
      as the CG moves aft with fuel burn. Voyager 4 flight planning software can
      be used to plan flights and see the effects of aft CG movement during flight
      due to fuel burn.
      
      David McNeill
      N46007 850TT
      About 20 hours during the trip to AirVenture 2014
      
________________________________________________________________________________
From: 
"Chris Hukill" <cjhukill(at)cox.net>
Subject: 
Battery wars
Date: 
Aug 05, 2014
      
      I would like to respond to Tim=99s opinion on dual alternators. My 
      electrical system is a dual bus, that are normally tied together, and 
      dual B&C alternators. There is no action required by the pilot in the 
      event of an alternator failure. The STBY just takes over, as the voltage 
      regulator is set a little lower than the main alternators.  Main 
      alternator fails, you acknowledge the annunciation and press on. However 
      in IMC, you have no need to land somewhere you don=99t want to be, 
      or your inadequately prepared to be. To me, equally important is the 
      dispatch reliability advantage the dual alternator system allows you. If 
      you loose an alternator while en-route, or during a tech stop, you 
      continue your multi leg trip home, while remaining in VMC. I prefer to 
      not have to wait for an alternator, or belt, or tools to pull the prop 
      to change a belt to arrive somewhere I don=99t want to be, because 
      I had to land there due to a system failure that I could have avoided. 
      Six hundred dollars for the STBY alternator is a bargain in the grand 
      scheme of things!
      just my $.015
      Chris Hukill
      
________________________________________________________________________________
Date: 
Aug 05, 2014
Subject: 
Re: Lithium battery on the firewall
From: 
Ed Kranz <ed.kranz(at)gmail.com>
      
      On Tue, Aug 5, 2014 at 1:20 AM, Deems Davis  wrote:
      
      > Finally!!!!!!!!!
      >
      > :   )>
      >
      >
      >  something to replace Primer Wars!!!
      >
      
      Glad I could help!
      
________________________________________________________________________________
From: 
"Ben Westfall" <rv10(at)sinkrate.com>
Subject: 
Re: Lithium battery on the firewall
Date: 
Aug 05, 2014
      
      It=99s been bugging me but what primer would one use to paint a 
      LifePo battery?  :).
      
      
      -Ben
      
      
      From: owner-rv10-list-server(at)matronics.com 
      [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Ed Kranz
      Sent: Tuesday, August 5, 2014 10:54 AM
      Subject: Re: RV10-List: Re: Lithium battery on the firewall
      
      
      On Tue, Aug 5, 2014 at 1:20 AM, Deems Davis  > wrote:
      
      Finally!!!!!!!!!
      
      
      :   )>
      
      
       something to replace Primer Wars!!!
      
      
      Glad I could help! 
      
      
________________________________________________________________________________
Date: 
Aug 05, 2014
From: 
Rick Beebe <richard.beebe(at)yale.edu>
Subject: 
Re: OSH
      
      
      Argh. I sent this last night from the wrong address, without CCing 
      myself, and the list rejected it but doesn't send back a copy. So I'm 
      retyping it all.
      
      Missed ya.
      
      While not announced at OSH, the Garmin G3X touch is a pretty sweet 
      looking box at a nice price point. As is the Dynon Skyview touch. Both 
      were plentiful in ready-to-fly LSAs.
      
      I did spend some time looking for ADS-B out units.
      
      Aspen announced their ATX200 and ATX100 transceivers. The ATX200G and 
      ATX100G have WAAS GPS built in. $1600-$4000.
      
      L-3 announced 4 new units with WAAS GPS starting at $2000 but they're 
      not available yet. Should be by the end of the year.
      
      Bendix-King has a new line of KGX transceivers. $1400-$4000. They also 
      showed their KNS770 MFD/Nav system. Very nice looking but at $14000 
      maybe too little too late.
      
      FreeFlight's system is $4000 but includes wireless capability to display 
      weather and traffic on an iPad
      
      The iFlyGPS folks have a portable system they claim does ADS-B out, 
      SkyGuardTWX, although I'm not really sure how that can be legal. They're 
      still seeking certification. Starts at $1400.
      
      If you have a Trig transponder, they've released a companion ADS-B out 
      module with GPS but it's $3500.
      
      In other news, diesels made an appearance in several engine booths as 
      well as on a Glastar Sportsman and a new Cessna 172. Love the fuel burn 
      but they still have an excessive price delta.
      
      Turbine Solution Group was showing off their RV-10 with a small 
      turboprop installed.It was prety neat. 240 hp in 156 pounds but at 
      18-36gph I'm not sure it's really all that practical.
      
      I spent some time in the Redbird booth looking at not only their 
      expanding simulator line but also talking about their foray into 
      complete flight instruction including refurbishing 172s.
      
      The FAA hanger ruling is actually a good thing. Or at least a better 
      thing. Prior to this ruling they had a no-exception rule. It was not 
      legal to build an airplane in a hanger (at a federally funded airport) 
      at all. Now it's still not legal to build the subcomponents of an 
      airplane in the hanger but you can do assembly of the plane there. Also 
      you're now allowed "incidental storage" and placement of reasonable 
      amounts of non-aeronautical things as long as they don't get in the way 
      of the aviation that's supposed to go on there. Technically that couch 
      and microwave were illegal before.
      
      --Rick
      
      On 8/1/2014 10:12 AM, Kelly McMullen wrote:
      > Sure would have liked to be there to see many friends from this and
      > other lists........However, I have to wonder about the lack of reports
      > of new or upgraded products. Other than Dynon adding some features to
      > its Skyview, there seems to have been a real lack of activity.
      > I would have hoped for more activity in the ADS-B Out arena.
      > The FAA seems to have scooped the event with their proposed revision to
      > airport hangar usage rules, which among many items, exclude amateur
      > building of aircraft earlier than "final assembly" in on airport
      > hangars, and claims that is not a change.
      
      
________________________________________________________________________________
Subject: 
Re: Seat belt question
From: 
"rv10flyer" <wayne.gillispie(at)gmail.com>
Date: 
Aug 06, 2014
      
      
      No crotch straps on mine.
      
      --------
      Wayne G.
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=428140#428140
      
      
________________________________________________________________________________
Subject: 
Re: batteries
From: 
"rv10flyer" <wayne.gillispie(at)gmail.com>
Date: 
Aug 06, 2014
      
      
      I have 925L/680 combo in the back. Limits the baggage a little. I actually like
      flying near the aft limit. My pitch trim gets very little use this way. We will
      switch to something lighter down the road after the other guys thoroughly test
      them. I have never hit the tail tie down, and I really take advantage of the
      aerodynamic braking.
      
      --------
      Wayne G.
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=428141#428141
      
      
________________________________________________________________________________
Date: 
Aug 07, 2014
Subject: 
LiFePo4 Battery on the Firewall, Part II
From: 
Ed Kranz <ed.kranz(at)gmail.com>
      
      (Cross Posted from the "other" discussion)
      The feedback to my initial question has been great! Discussions like this
      are always a good thing!
      
      I've gathered some more data, based on some of the concerns raised in this
      discussion. The main issues brought up are
      1: Safety
      2: Performance and capacity
      3: Weight and Balance.
      
      Warning! Info dump to follow!
      
      
      1: Safety
      I looked at a few scientific research papers on the safety of LiFePo4
      battery cells, and I was actually able to understand some of the words!
      After uncrossing my eyes, I actually searched something asked for in this
      discussion; what do these cells do when they are abused. I found some
      interesting videos:
      
      [url]https://www.youtube.com/watch?v=8IBapfB0Imo[/url] - Full Destruction
      of a charged cell
      
      [url]https://www.youtube.com/watch?v=TiTqY4FY1yk[/url] - Penetration Test
       1
      
      [url]https://www.youtube.com/watch?v=XZf2pKzBErk[/url] - Penetration Test
       2
      
      [url]https://www.youtube.com/watch?v=XymqQ-YlfJ0[/url] - Over Charge
      
      
      Also, here is some information from Wikipedia, which I know is NOT a
      infallible source:
      [url]
      http://en.wikipedia.org/wiki/Lithium_iron_phosphate_battery#Safety[/url]
      
      And Finally, from [url]http://www.mpoweruk.com/lithiumS.htm[/url] :
      Phosphate based technology possesses superior thermal and chemical
      stability which provides better safety characteristics than those of
      Lithium-ion technology made with other cathode materials. Lithium phosphate
      cells are incombustible in the event of mishandling during charge or
      discharge, they are more stable under overcharge or short circuit
      conditions and they can withstand high temperatures without decomposing.
      When abuse does occur, the phosphate based cathode material will not burn
      and is not prone to thermal runaway. Phosphate chemistry also offers a
      longer cycle life.
      Recent developments have produced a range of new environmentally friendly
      cathode active materials based on Lithiated transition metal phosphates for
      Lithium-ion applications.
      
      
      2: Performance and Capacity
      Some of the questions brought up relating to this were the operating
      temperatures that a LiFePo4 battery would encounter on the firewall of an
      RV10. I had asked the EarthX rep this question at Osh, and his response was
      this: "The operating range of the EarthX battery is wider than a comparable
      Odyssey SLA battery". This looks to be mostly true, as the Odyssey manual
      lists the range without a protective metal case to be only good to 113=C2
      =B0F,
      but 176=C2=B0F with an added shield. I'd imagine that you could add a simil
      ar,
      or even the same shield to the EarthX to get even more temperature range.
      
      Also, a few of our fellow RV10 pilots are going to stick some temperature
      probes on the firewall in a few places to see what the requirements really
      are. As it stands today, it doesn't sound like temperature is going to be
      an issue.
      Odyssey Operating Temperature Range
      PC545, PC680, PC925, PC1200 and PC1700 without metal jacket: -40=C2=B0C (-4
      0=C2=B0F)
      to 45=C2=B0C (113=C2=B0F),
      PC545, PC680, PC925, PC1200 and PC1700 with metal jacket: -40=C2=B0C (-40
      =C2=B0F) to
      80=C2=B0C (176=C2=B0F),
      
      EarthX Operating Temperature Range
      Operating Temperature* -30=C2=B0C (-22=C2=B0F) to +60 =C2=B0C (140=C2=B0F)
      Storage Temperature -40=C2=B0C (-40=C2=B0F) to +60 =C2=B0C (140=C2=B0F)
      
      
      EarthX Discharge Versus Temperature
      We use a similar Cold Cranking Amp test standard (SAE test performed at
      0=C2=B0F, but 3
      second discharge time) as the lead acid battery manufacturers. As such, our
      battery with a
      similar CCA rating as a lead acid battery should provide the same cranking
      performance
      at 0=C2=B0F. But, below 0=C2=B0F an equivalent lead acid battery will outpe
      rform a
      lithium battery
      (From [url]
      http://earthxmotorsports.com/wp-content/uploads/2014/01/ETX_Manual_111017_G
      .pdf[/url]
      )
      
      As far as capacity, the EarthX battery that I am considering has 12ah.
      According to Skytec's specs, the 149-NL starter that I'm going to use has a
      draw of 125-185 amps. The 12ah battery will give me almost 4 minutes of
      solid cranking at the highest spec'd starter draw. As far as electrical
      emergency capacity, between whatever is left in the starter battery (say
      after 2 minutes of engine crank) and a 6ah TCW backup battery, I'll have
      12ah, which at 6 amps of draw (rough estimate) gives me two hours of
      endurance buss time. And that is if both the primary and secondary
      alternators fail.
      
      3: Weight and Balance
      
      Taking the suggestion of a few people in this discussion, we figured out an
      example weight and balance for a generic RV10, found the arms of the
      battery tray and the firewall, and ran the numbers with a 26lb battery in
      the tail, and a 4lb battery on the firewall. Even with the battery on the
      firewall and 26lbs removed from the tail, it's difficult to get the plane
      into a CG past the forward limits. Pretty much any weight you carry in the
      plane pushes the CG back. So, worst case scenario would be a light pilot on
      low fuel. Even with the stock battery in the stock location, you'll be
      forward of the CG limit. Adding ~40 lbs in the baggage area will keep the
      plane within CG in this light configuration, and have the benefit of being
      removable when carrying capacity is needed. If even a single 65lb person is
      in the back seat, this extra weight isn't needed.
      
      The real problem is hitting the aft CG before you hit gross weight,
      because, as I stated before, pretty much every pound you add pushed the CG
      rearward. Because of this, I personally would prefer to have a CG as far
      forward as possible to give me more options.
      
      Basically, having the battery in the tail only moves the cg aft 1" in a
      single pilot no fuel scenario
      but allows you to carry 30lbs more baggage in a full gross scenario.
      
      The one thing these numbers don't include are the weight and CG changes
      from removing the large #2 power cable from the tailcone to the firewall.
      
      Thehe WnB spreadsheet I've used for my numbers is here:
      [url]http://www.edandcolleen.com/files/RV10WeightBalance.xlsx[/url]
      Thanks to Justin Twilbeck for throwing this together for me. (It even has a
      calculation for the loading needed to cause a tailstrike! Good stuff!)
      
________________________________________________________________________________
Subject: 
NavWorx ADS-B
From: 
Bill Reining <wreining(at)gmail.com>
Date: 
Aug 07, 2014
      
      
      Kelly and All
      After reading your comments posted Saturday, I went back to the NavWorx booth and
      was fortunate to get some quality time with Bill Moffitt.  I told him I was
      concerned that I didn't have a clear picture of his product and it's status,
      nor did others in the RV-10 community.  He was kind enough to bring me up-to-date.
      Note - I am in no way affiliated with NavWorx - I'm just an interested 182
      owner and RV-10 builder. 
      The NavWorx products are a Universal Access Transceiver (UAT).  They send out,
      and receive in, ADS-B information.  It is the "out" requirement that will be mandatory
      in all aircraft as of January first, 2020.  There is another way to meet
      the "out" requirement - a transponder with extended squitter (ES).  NavWorx
      does not offer such a transponder.  Aircraft that fly above 18,000 feet within
      the US, or that fly internationally, will have to have an ES transponder. 
      This may be a deciding factor for the RV-10, considering it's performance.  (It
      is not so for my lower performance Cessna 182 in California, unless the Canadians
      and Mexicans really get on the bandwagon.)  Bear in mind that if you only
      install an ES transponder to meet the requirement, it does not receive the free
      ADS-B "in" traffic and weather information.
      NavWorx has two basic models, both of which are TSO'd and have an STC/AML for installation
      in all aircraft, whether certified, experimental, or LSA.  These models
      are the ADS600-B ($2399) and the ADS600-BG ($3499, drops to $2899 on 4/1/2016).
      They are identical except for their internal GPS.  The -B has a non-compliant
      GPS internal to it, and can be used today through 1/1/2020.  After 1/1/2020,
      and to meet the mandate, the -BG will be required.  The -B can be upgraded
      to the -BG after April 1, 2016 for $500, though that cost is likely to fall
      by the time 2020 arrives.  Both models are available now.
      The fact that the NavWorx products have their own GPS makes installation pretty
      simple.  The transceiver is remotely mounted.  There is no control panel.  Two
      new antennas are required: one for the internal GPS, the other for the ADS-B
      signal.  (The antennas are an additional cost: for certified aircraft they cost
      $499, for experimental and LSA $89.99.)  
      A clever "TransMon" (looks kinda like a dongle) is strapped to the current mode
      C transponder's coax cable that runs between the transponder and it's antenna.
      The TransMon picks up the current code being squawked, the altitude being reported,
      and whether an IDENT signal is being sent.  
      The transceiver must be connected to electrical power (9 to 33 volts DC at 0.5A
      for 14 volts, or .33A for 28 volts.)  
      The only other connection is to the device to be used to display the incoming ADS-B
      information (traffic and weather).  NavWorx has reverse engineered many of
      the current, and legacy displays (such as the MX-20 in my 182).  NavWorx will
      display the weather and traffic on the Garmin handhelds, beginning with the
      GPSMAP-396 and up, including the AERA.  It is compatible with Aspen displays.
      The information will be presented on any of these displays per the original device's
      design, without any extra hardware.  There are some systems which will
      not work with the NavWorx "in" information (traffic and weather), due to their
      proprietary design.  These include Dynon products and the Garmin 650, 750 and
      G3X.)
      NavWorx also offers, as an accessory, a WiFi module, for $120.  The WiFi module
      will allow the ADS-B "in" information to be displayed on a tablet, such as the
      iPad (if the app accepts it - ForeFlight may be a problem.)  NavWorx will do
      2 displays at once (e.g. something on the panel and a tablet.)
      For those who may consider both a UAT and an "extended squitter" transponder, the
      NavWorx can supply the necessary GPS data to the ES transponder.
      Bill estimates a shop that has sufficient experience installing ADS-B equipment
      can install the NavWorx equipment in about 15 man hours.  Of course the experimental
      community can do so themselves.
      I realize this message is pretty long-winded, but I hope the information is useful.
      
      Bill Reining 
      RV-10 40514 (QB wings)
      
      
________________________________________________________________________________
Date: 
Aug 07, 2014
From: 
Bill Watson <Mauledriver(at)nc.rr.com>
Subject: 
Re: NavWorx ADS-B
      
      
      Thanks for the summary.
      
      I've had the "B" model unit installed and flying for over a year. 
      Displaying the ADSB-in weather and traffic on my GRTs and seemingly 
      doing the ADSB-out.  I talked to Bill briefly and was relieved to hear 
      that my box would be upgradeable  when needed.
      
      Wifi support for FF would make life complete.
      
      On 8/7/2014 3:48 PM, Bill Reining wrote:
      >
      > Kelly and All
      > After reading your comments posted Saturday, I went back to the NavWorx booth
      and was fortunate to get some quality time with Bill Moffitt.  I told him I was
      concerned that I didn't have a clear picture of his product and it's status,
      nor did others in the RV-10 community.  He was kind enough to bring me up-to-date.
      Note - I am in no way affiliated with NavWorx - I'm just an interested
      182 owner and RV-10 builder.
      > The NavWorx products are a Universal Access Transceiver (UAT).  They send out,
      and receive in, ADS-B information.  It is the "out" requirement that will be
      mandatory in all aircraft as of January first, 2020.  There is another way to
      meet the "out" requirement - a transponder with extended squitter (ES).  NavWorx
      does not offer such a transponder.  Aircraft that fly above 18,000 feet within
      the US, or that fly internationally, will have to have an ES transponder.
      This may be a deciding factor for the RV-10, considering it's performance. 
      (It is not so for my lower performance Cessna 182 in California, unless the Canadians
      and Mexicans really get on the bandwagon.)  Bear in mind that if you only
      install an ES transponder to meet the requirement, it does not receive the
      free ADS-B "in" traffic and weather information.
      > NavWorx has two basic models, both of which are TSO'd and have an STC/AML for
      installation in all aircraft, whether certified, experimental, or LSA.  These
      models are the ADS600-B ($2399) and the ADS600-BG ($3499, drops to $2899 on 4/1/2016).
      They are identical except for their internal GPS.  The -B has a non-compliant
      GPS internal to it, and can be used today through 1/1/2020.  After
      1/1/2020, and to meet the mandate, the -BG will be required.  The -B can be upgraded
      to the -BG after April 1, 2016 for $500, though that cost is likely to
      fall by the time 2020 arrives.  Both models are available now.
      > The fact that the NavWorx products have their own GPS makes installation pretty
      simple.  The transceiver is remotely mounted.  There is no control panel. 
      Two new antennas are required: one for the internal GPS, the other for the ADS-B
      signal.  (The antennas are an additional cost: for certified aircraft they
      cost $499, for experimental and LSA $89.99.)
      > A clever "TransMon" (looks kinda like a dongle) is strapped to the current mode
      C transponder's coax cable that runs between the transponder and it's antenna.
      The TransMon picks up the current code being squawked, the altitude being
      reported, and whether an IDENT signal is being sent.
      > The transceiver must be connected to electrical power (9 to 33 volts DC at 0.5A
      for 14 volts, or .33A for 28 volts.)
      > The only other connection is to the device to be used to display the incoming
      ADS-B information (traffic and weather).  NavWorx has reverse engineered many
      of the current, and legacy displays (such as the MX-20 in my 182).  NavWorx will
      display the weather and traffic on the Garmin handhelds, beginning with the
      GPSMAP-396 and up, including the AERA.  It is compatible with Aspen displays.
      The information will be presented on any of these displays per the original
      device's design, without any extra hardware.  There are some systems which will
      not work with the NavWorx "in" information (traffic and weather), due to their
      proprietary design.  These include Dynon products and the Garmin 650, 750
      and G3X.)
      > NavWorx also offers, as an accessory, a WiFi module, for $120.  The WiFi module
      will allow the ADS-B "in" information to be displayed on a tablet, such as
      the iPad (if the app accepts it - ForeFlight may be a problem.)  NavWorx will
      do 2 displays at once (e.g. something on the panel and a tablet.)
      > For those who may consider both a UAT and an "extended squitter" transponder,
      the NavWorx can supply the necessary GPS data to the ES transponder.
      > Bill estimates a shop that has sufficient experience installing ADS-B equipment
      can install the NavWorx equipment in about 15 man hours.  Of course the experimental
      community can do so themselves.
      > I realize this message is pretty long-winded, but I hope the information is useful.
      >
      > Bill Reining
      > RV-10 40514 (QB wings)
      >
      >
      > -----
      > No virus found in this message.
      > Checked by AVG - www.avg.com
      >
      >
      
      
________________________________________________________________________________
From: 
"Carl Froehlich" <carl.froehlich(at)verizon.net>
Subject: 
Dynon after the sale customer service
Date: 
Aug 07, 2014
      
      I am again pleased to report on Dynon's superb after the sale service.  I've
      been flying my RV-10 for over two years.  The last couple of IFR flights in
      less than smooth air I noted some slippage of the pitch autopilot servo.  A
      while back Dynon came out with a servo for the RV-10 with more torque and
      today they shipped one to me for exchange of my old servo.  No charge.
      
      
      It just does not get any better than that.
      
      Carl
      
      
________________________________________________________________________________
From: 
"Carl Froehlich" <carl.froehlich(at)verizon.net>
Subject: 
FW: Dynon after the sale customer service
Date: 
Aug 07, 2014
      
      I am again pleased to report on Dynon's superb after the sale service.  I've
      been flying my RV-10 for over two years.  The last couple of IFR flights in
      less than smooth air I noted some slippage of the pitch autopilot servo.  A
      while back Dynon came out with a servo for the RV-10 with more torque and
      today they shipped one to me for exchange of my old servo.  No charge.
      
      
      It just does not get any better than that.
      
      Carl
      
      
________________________________________________________________________________
From: 
Carl Froehlich <carl.froehlich(at)verizon.net>
Subject: 
Re: LiFePo4 Battery on the Firewall, Part II
Date: 
Aug 07, 2014
      
      Ed,
      
      Nice summary - thanks.
      
      On your amp-hr calculations you will need to factor in the amp-hr capacity a
      ssumption.  Most amp-hr capacity specifications are at the 10 hour discharge
       rate.  In other words the best circumstances to get the highest number.
      
      This is why we never get the crank time you think doing the simple math.   A
      s the discharge rate increases the amp-hr capacity dramatically decreases.  S
      o a 10 amp-hr battery will discharge 1 amp per hour for 10 hours.  At 10 amp
      s per hour discharge you can assume less than 30 minutes of capacity.  At 10
      0 amps per hour figure less than a minute of capacity.
      
      So the best way to figure out what you can expect is to look at the batterie
      s amp-hr capacity versus discharge rate.  Once done then double the resultin
      g battery capacity so you can have some margin for a less than fully charged
       battery or one that's age has degraded from "new battery" spec.
      
      Carl
      
      > On Aug 7, 2014, at 2:26 PM, Ed Kranz  wrote:
      > 
      > (Cross Posted from the "other" discussion)
      > The feedback to my initial question has been great! Discussions like this a
      re always a good thing!
      > 
      > I've gathered some more data, based on some of the concerns raised in this
       discussion. The main issues brought up are 
      > 1: Safety
      > 2: Performance and capacity
      > 3: Weight and Balance.
      > 
      > Warning! Info dump to follow!
      > 
      > 
      > 1: Safety
      > I looked at a few scientific research papers on the safety of LiFePo4 batt
      ery cells, and I was actually able to understand some of the words! After un
      crossing my eyes, I actually searched something asked for in this discussion
      ; what do these cells do when they are abused. I found some interesting vide
      os:
      > 
      > [url]https://www.youtube.com/watch?v=8IBapfB0Imo[/url] - Full Destructio
      n of a charged cell
      > 
      > [url]https://www.youtube.com/watch?v=TiTqY4FY1yk[/url] - Penetration Tes
      t 1
      > 
      > [url]https://www.youtube.com/watch?v=XZf2pKzBErk[/url] - Penetration Tes
      t 2
      > 
      > [url]https://www.youtube.com/watch?v=XymqQ-YlfJ0[/url] - Over Charge
      > 
      > 
      > Also, here is some information from Wikipedia, which I know is NOT a infal
      lible source:
      > [url]http://en.wikipedia.org/wiki/Lithium_iron_phosphate_battery#Safety[/u
      rl]
      > 
      > And Finally, from [url]http://www.mpoweruk.com/lithiumS.htm[/url] :
      > Phosphate based technology possesses superior thermal and chemical stabili
      ty which provides better safety characteristics than those of Lithium-ion te
      chnology made with other cathode materials. Lithium phosphate cells are inco
      mbustible in the event of mishandling during charge or discharge, they are m
      ore stable under overcharge or short circuit conditions and they can withsta
      nd high temperatures without decomposing. When abuse does occur, the phospha
      te based cathode material will not burn and is not prone to thermal runaway.
       Phosphate chemistry also offers a longer cycle life.
      > Recent developments have produced a range of new environmentally friendly c
      athode active materials based on Lithiated transition metal phosphates for L
      ithium-ion applications.
      > 
      > 
      > 2: Performance and Capacity
      > Some of the questions brought up relating to this were the operating tempe
      ratures that a LiFePo4 battery would encounter on the firewall of an RV10. I
       had asked the EarthX rep this question at Osh, and his response was this: "
      The operating range of the EarthX battery is wider than a comparable Odyssey
       SLA battery". This looks to be mostly true, as the Odyssey manual lists the
       range without a protective metal case to be only good to 113=C2=B0F, but 17
      6=C2=B0F with an added shield. I'd imagine that you could add a similar, or e
      ven the same shield to the EarthX to get even more temperature range. 
      > 
      > Also, a few of our fellow RV10 pilots are going to stick some temperature p
      robes on the firewall in a few places to see what the requirements really ar
      e. As it stands today, it doesn't sound like temperature is going to be an i
      ssue.
      > Odyssey Operating Temperature Range 
      > PC545, PC680, PC925, PC1200 and PC1700 without metal jacket: -40=C2=B0C (-
      40=C2=B0F) to 45=C2=B0C (113=C2=B0F),
      > PC545, PC680, PC925, PC1200 and PC1700 with metal jacket: -40=C2=B0C (-40=C2
      =B0F) to 80=C2=B0C (176=C2=B0F), 
      > 
      > EarthX Operating Temperature Range
      > Operating Temperature* -30=C2=B0C (-22=C2=B0F) to +60 =C2=B0C (140=C2=B0F)
      
      > Storage Temperature -40=C2=B0C (-40=C2=B0F) to +60 =C2=B0C (140=C2=B0F)
      > 
      > 
      > EarthX Discharge Versus Temperature
      > We use a similar Cold Cranking Amp test standard (SAE test performed at 0=C2
      =B0F, but 3 
      > second discharge time) as the lead acid battery manufacturers. As such, ou
      r battery with a 
      > similar CCA rating as a lead acid battery should provide the same cranking
       performance 
      > at 0=C2=B0F. But, below 0=C2=B0F an equivalent lead acid battery will outp
      erform a lithium battery
      > (=46rom [url]http://earthxmotorsports.com/wp-content/uploads/2014/01/ETX_M
      anual_111017_G.pdf[/url])
      > 
      > As far as capacity, the EarthX battery that I am considering has 12ah. Acc
      ording to Skytec's specs, the 149-NL starter that I'm going to use has a dra
      w of 125-185 amps. The 12ah battery will give me almost 4 minutes of solid c
      ranking at the highest spec'd starter draw. As far as electrical emergency c
      apacity, between whatever is left in the starter battery (say after 2 minute
      s of engine crank) and a 6ah TCW backup battery, I'll have 12ah, which at 6 a
      mps of draw (rough estimate) gives me two hours of endurance buss time. And t
      hat is if both the primary and secondary alternators fail.
      > 
      > 3: Weight and Balance
      > 
      > Taking the suggestion of a few people in this discussion, we figured out a
      n example weight and balance for a generic RV10, found the arms of the batte
      ry tray and the firewall, and ran the numbers with a 26lb battery in the tai
      l, and a 4lb battery on the firewall. Even with the battery on the firewall a
      nd 26lbs removed from the tail, it's difficult to get the plane into a CG pa
      st the forward limits. Pretty much any weight you carry in the plane pushes t

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July 26, 2014 - August 07, 2014

RV10-Archive.digest.vol-kb

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