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________________________________________________________________________________
From: 
"Albert" <ibspud(at)roadrunner.com>
Subject: 
Distance from ground level to wing tiedowns
Date: 
Jan 04, 2016
      
      I use the Harbor Freight long ram jacks. I drilled a hole in the top of 
      the ram and use a threaded stud that screws into the tiedown point and 
      sets in the top of the jack. Can't fall off of the jack this way. When 
      you want to raise the nose wheel just pull down at the tail tiedown.
      
      Albert Gardner
      
      RV-10 N9914RV
      
      Yuma, AZ
      
      
________________________________________________________________________________
Subject: 
Re: Distance from ground level to wing tiedowns
From: 
Linn Walters <flying-nut(at)cfl.rr.com>
Date: 
Jan 04, 2016
      
      I'm curious since there have been a couple of responses that screw into 
      the tiedown and are fixed to the top of the jack.  How does the dihedral 
      angle affect insertion into the tiedown ring that's perpendicular to the 
      bottom of the wing?????
      Linn  painting .... no wings installed
      
      On 1/4/2016 10:48 AM, Albert wrote:
      >
      > I use the Harbor Freight long ram jacks. I drilled a hole in the top 
      > of the ram and use a threaded stud that screws into the tiedown point 
      > and sets in the top of the jack. Can't fall off of the jack this way. 
      > When you want to raise the nose wheel just pull down at the tail tiedown.
      >
      > Albert Gardner
      >
      > RV-10 N9914RV
      >
      > Yuma, AZ
      >
      
      
________________________________________________________________________________
From: 
Tom Chapman <tomrv4(at)me.com>
Subject: 
Re: Distance from ground level to wing tiedowns
Date: 
Jan 04, 2016
      
      A good question and one I was also concerned about when I built my Harbor Fre
      ight jacks.
      
       I used a 1" socket that I screwed a slotted head bolt thru into the tie dow
      n. The jack raises into the socket and allows for the wings to rock slightly
       if necessary. Plus there's no way the plane can fall off the jack...
      
      Tom
      
      > On Jan 4, 2016, at 10:07 AM, Linn Walters  wrote:
      > 
      > I'm curious since there have been a couple of responses that screw into th
      e tiedown and are fixed to the top of the jack.  How does the dihedral angle
       affect insertion into the tiedown ring that's perpendicular to the bottom o
      f the wing?????
      > Linn  painting .... no wings installed
      > 
      >> On 1/4/2016 10:48 AM, Albert wrote:
      >> I use the Harbor Freight long ram jacks. I drilled a hole in the top of t
      he ram and use a threaded stud that screws into the tiedown point and sets i
      n the top of the jack. Can't fall off of the jack this way. When you want to
       raise the nose wheel just pull down at the tail tiedown.
      >> Albert Gardner
      >> RV-10 N9914RV
      >> Yuma, AZ
      > 
      
________________________________________________________________________________
Subject: 
Re: Distance from ground level to wing tiedowns
From: 
Tim Olson <Tim(at)MyRV10.com>
Date: 
Jan 04, 2016
      
      
      I have and prefer the socket type thing that I did
      too, but after looking at Albert's pictures and
      reading Linn's email, I think there are just a couple
      of comments on that.
      
      I think Albert's idea is workable.  The things I don't
      like are  1) the dihedral issue that Linn pointed out,
      and 2) the use of a completely threaded fastener.
      
      The thing is, if it did rock, the threaded fastener would
      have that bending force put on at the top of the jack
      and could snap the threaded fastener in half.  The problem
      would be worse the tighter fit the hole is in the jack
      head.
      
      But, in his defense...if you used a big enough hole that
      there was some room for the plane to tilt without bending
      the bolt in the jack head, there really isn't that much
      weight or force on the jack if the plane is kept pretty
      level.  So there's no reason that idea couldn't be used
      if someone wanted to do it that way.  I just think
      that by using a socket on the upper end, you take away
      the risk.  If someone really wanted to cobble it together,
      I'd say get yourself a metal 1.25" pipe cap and put a bolt
      through it with a nut on the back side, then screw that
      up into the wing tiedown.
      
      The things I like are then that you can then use a
      grade 5 or grade 8 bolt rather than the softer
      and weaker carriage bolt or stud.
      
      Anyway, there are many ways to skin the cat.  Maybe
      less ways to make the cat taste good when you cook it. :)
      Tim
      
      
      On 1/4/2016 10:48 AM, Tom Chapman wrote:
      > A good question and one I was also concerned about when I built my
      > Harbor Freight jacks.
      >
      >   I used a 1" socket that I screwed a slotted head bolt thru into the
      > tie down. The jack raises into the socket and allows for the wings to
      > rock slightly if necessary. Plus there's no way the plane can fall off
      > the jack...
      >
      > Tom
      >
      > On Jan 4, 2016, at 10:07 AM, Linn Walters  > wrote:
      >
      >> I'm curious since there have been a couple of responses that screw
      >> into the tiedown and are fixed to the top of the jack.  How does the
      >> dihedral angle affect insertion into the tiedown ring that's
      >> perpendicular to the bottom of the wing?????
      >> Linn  painting .... no wings installed
      >>
      >> On 1/4/2016 10:48 AM, Albert wrote:
      >>>
      >>> I use the Harbor Freight long ram jacks. I drilled a hole in the top
      >>> of the ram and use a threaded stud that screws into the tiedown point
      >>> and sets in the top of the jack. Can't fall off of the jack this way.
      >>> When you want to raise the nose wheel just pull down at the tail tiedown.
      >>>
      >>> Albert Gardner
      >>>
      >>> RV-10 N9914RV
      >>>
      >>> Yuma, AZ
      >>>
      >>
      
      
________________________________________________________________________________
Date: 
Jan 04, 2016
From: 
Bruce Johnson <bruce1hwjohnson(at)yahoo.com>
Subject: 
Re: Fwd: [SoCAL-RVlist] Matt Dralle
      
      God's Speed=C2-God Bless America (please) =C2-:) Bruce 
      
          On Thursday, December 31, 2015 2:39 PM, Patrick Pulis  wrote:
      
      
       Jeff
      That is terrible news. Our thoughts and prayers are with Matt and his famil
      y at this time.
      
      Warm regards
      Patrick
      On 1 Jan 2016, at 02:45, Jeff Carpenter  wrote:
      
      
      ... forwarding from the So Cal list
      
      Begin forwarded message:
      
      From: "condor(at)rv6flyer.com [SoCAL-RVlist]" <SoCAL-RVlist(at)yahoogroups.com>
      Date: December 31, 2015 5:31:15 AM PST
      Subject: [SoCAL-RVlist] Matt Dralle
      
       =C2-  
      This was posted on VAF.Matt Dralle - VAF Forums
      
      |    |
      |    |        |    |       Matt Dralle - VAF Forums  Matt Dralle RV General
       Discussion/News    |    |
      |      View on www.vansairforce.com      |    Preview by Yahoo    |
      |    |
      
      
      Many know Matt due to his Matronics mailing lists or his Mykitlog.com websi
      te and Kitlog build tracking application.
      
       Regrettably, Matt had a stroke earlier in the week. I'm posting this on VA
      F because to minimize any potential hate mail sent his direction for lack o
      f responsiveness in supporting these products. Unfortunately it's going to 
      be awhile before he will be able to respond to any inquiries.
      
      Matt needs our prayers as he recovers. The following was posted to his FB p
      ag e last night.
      
      Matt Update: He is responding to comments being made by squeezing Katie's h
      and and he was able to answer his age by using his one hand. All early indi
      cators are that he is doing ok.
      
      Katie sends her thanks for the prayers and that they are definitely helping
      .=C2-
      
        __._,_.___     Posted by: condor(at)rv6flyer.com     
      |  Reply via web post  | =A2 |   Reply to sender   | =A2 |   Re
      ply to group   | =A2 |  Start a New Topic  | =A2 |  Messages in
       this topic (1)  |
      
        Visit Your Group    
         -  New Members 1 
          =A2 Privacy =A2 Unsubscribe =A2 Terms of Use 
           .  
       __,_._,___ 
      
      Westcott Press1121 Isabel StreetBurbank, CA 91506jeff(at)westcottpress.com818-
      861-7300
      
      
________________________________________________________________________________
Subject: 
Re: Lifting the fuselage to installed wheel covers
From: 
Bill Watson <Mauledriver(at)nc.rr.com>
Date: 
Jan 04, 2016
      
      If you are looking for a minimalist approach, see this Precarious - Not 
      <http://www.mykitlog.com/users/display_log.php?user=MauleDriver&project=224&category=5629&log=108538&row=1>
      
      I used a single 'Harbor Freight' bottle jack to raise a side at a time - 
      then some oak 1.5"x1.5" sticks I had laying around clamped to the spar 
      stubs.   The nose and most of the weight is held by my engine hoist.
      
      Given that the tail isn't installed and the engine is, there's not that 
      much weight to support at the future CG if the engine is support on an 
      engine hoist.
      
      Assuming you have an engine hoist and any kind of jack, using a couple 
      of sticks and c-clamps is pretty cost effective.  I worked up the nerve 
      to take this approach by looking at other builders pictures.
      
      Good luck putting on your pants.
      
      On 1/2/2016 11:22 PM, Patrick Pulis wrote:
      >
      > Happy new year to you all.
      >
      > I would appreciate any recommendations as to how to lift the fuselage off the
      ground, in order to have the wheels in the flying attitude to enable fitting
      of the wheel covers?
      >
      > Thank you in anticipation.
      >
      > Warm regards
      >
      > Patrick
      >
      >
      
      
________________________________________________________________________________
Subject: 
Re: Distance from ground level to wing tiedowns
From: 
Bill Watson <Mauledriver(at)nc.rr.com>
Date: 
Jan 04, 2016
      
      The answer is 32" from ground to jack point hole.
      
      My "Harbor Freight" jack had an indentation.  I ground it out a bit more 
      to make a solid socket for the head of a carriage bolt as you can see 
      here My 'Harbor Freight' Jack 
      <http://www.mykitlog.com/users/display_log.php?user=MauleDriver&project=224&category=5629&log=108538&row=1>
      
      The jack endured a stability test a few weeks ago when I got stuck in 
      the mud.  The big flat ply bottom excelled at sitting on top of the mud 
      as  I jacked a wheel at a time up on to some boards and rolled her out.  
      Not damage to pants or anything.
      
      The key to getting out of mud is to get rid of all the willing helpers 
      first - devise a plan then invite back only the person or two you 
      actually need.  That wasn't my first rodeo.
      
      On 1/4/2016 8:21 AM, Kelly McMullen wrote:
      > Don't know the height. Most jacks have indentation in the ram to fit a 
      > jack point.
      > Carriage bolts of the right size have round head that fits that 
      > indentation pretty well.
      > 3/8" coarse thread of perhaps 1.5 to 2" works pretty well.
      >
      > -sent from the microchip implanted in my forearm
      >
      > On Mon, Jan 4, 2016 at 1:50 AM, Patrick Pulis 
      > > wrote:
      >
      >     >
      >
      >     I'm looking to purchase two long hydraulic jacks and was wondering
      >     if someone could please forward me the measurement from ground
      >     level, to the tie down point fitting under the wing.
      >
      >     Is anyone selling fittings that attach to the end of a hydraulic
      >     jack and screw into the wing tiedowns?
      >
      >     Warm regards and thanks.
      >
      >     Patrick Pulis
      >     Adelaide, South Australia
      >     RV-10 #40299
      >
      >     ==========
      >     br> fts!)
      >     r> > w.buildersbooks.com" rel="noreferrer"
      >     target="_blank">www.buildersbooks.com
      >     rel="noreferrer" target="_blank">http://www.matronics.com/contribution
      >               -Matt Dralle, List Admin.
      >     ==========
      >     -List" rel="noreferrer"
      >     target="_blank">http://www.matronics.com/Navigator?RV10-List
      >     ==========
      >     FORUMS -
      >     eferrer" target="_blank">http://forums.matronics.com
      >     ==========
      >     b Site -
      >               -Matt Dralle, List Admin.
      >     rel="noreferrer" target="_blank">http://www.matronics.com/contribution
      >     ==========
      >
      >
      
      
________________________________________________________________________________
Subject: 
Re: RV10 front axle/weight and ballance
From: 
"partner14" <building_partner(at)yahoo.com>
Date: 
Jan 04, 2016
      
      
      I only meant to move the passenger to the back as a test, not to have anyone stay
      there.... sorry about that. I can absolutely assure that even adding weight
      to attain a better flying cg will still make the plane more efficient.  
      A lot of us fly on trips with just two on board, and this gives us plenty of opportunity
      to place the baggage where it's most suitable for the best cg.
      One other trick is to not always assume that putting the flaps in reflex is the
      most efficient.  You may notice up to .3 mpg difference (plus and minus) depending
      on conditions/settings.  But when descending, always have it in reflex.
      I think since I fly mostly by mpg, I'm seldom flying at wot.  I know there's
      guys out there with way more experience and knowledge that me, so feel free to
      correct me, but what I have found is that there's a sweet spot for the 10, efficiency
      wise.  IAS at least 150 mph +-5.  When you fly slower than that, mpg
      goes down, faster, and it also goes down.
      A few things on my plane that might make a difference is I have cold air induction,
      a little higher compression, dual electronic ignition, and a 3 blade MT prop.
      That being said, assuming normal conditions, wind etc, in cruise my throttle
      setting is about 1/3 to 1/2 (19" when wot might be 21" (around 10,000'),
      and I run between 2,100 and 2,200 rpm.
      It's just fun to play around with all the settings when flying.
      Have fun, I do.
      Don McDonald
      
      A couple of pics to share.  First is a shot take Christmas eve by a friend while
      I was flying his family members.... he just happened to catch the 10 in the
      right spot.
      
      
      This was taken on the way back to Texas from California, with a 2 day stay in Sedona,
      just after Thanksgiving.  Shows 1/2 throttle, 20" at 7,700', rpm 2,100,
      in reflex, not much wind.  RPM on left, could never get AFS screen to received
      rpm from electronic ignition.  Using backup alternator as an exercise, that's
      why the amps don't show
      
      --------
      Don A. McDonald
      40636
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=451740#451740
      
      
      Attachments: 
      
      http://forums.matronics.com//files/20151127_114825c_495.jpg
      http://forums.matronics.com//files/flag_rv10_102.jpg
      
      
________________________________________________________________________________
Subject: 
Re: Distance from ground level to wing tiedowns
From: 
Kelly McMullen <kellym(at)aviating.com>
Date: 
Jan 04, 2016
      
      
      Sounds good.  What some don't seem to appreciate is that you *need* the 
      ability of the aircraft to move small amounts while on the jacks. May be 
      that you are raising nose or tail, may be uneven ground under the jack. 
      The round head of the carriage bolt works fine. Most retractable 
      certified planes have jack points that are just more pointy than the 
      carriage bolt. The risk of the plane slipping off the jack is inversely 
      proportional to the amount of weight supported by the jack. Highest risk 
      for the first couple strokes of the jack, much less after that.
      
      On 1/4/2016 11:35 AM, Bill Watson wrote:
      > The answer is 32" from ground to jack point hole.
      >
      > My "Harbor Freight" jack had an indentation.  I ground it out a bit more
      > to make a solid socket for the head of a carriage bolt as you can see
      > here My 'Harbor Freight' Jack
      > <http://www.mykitlog.com/users/display_log.php?user=MauleDriver&project=224&category=5629&log=108538&row=1>
      >
      > The jack endured a stability test a few weeks ago when I got stuck in
      > the mud.  The big flat ply bottom excelled at sitting on top of the mud
      > as  I jacked a wheel at a time up on to some boards and rolled her out.
      > Not damage to pants or anything.
      >
      > The key to getting out of mud is to get rid of all the willing helpers
      > first - devise a plan then invite back only the person or two you
      > actually need.  That wasn't my first rodeo.
      >
      > On 1/4/2016 8:21 AM, Kelly McMullen wrote:
      >> Don't know the height. Most jacks have indentation in the ram to fit a
      >> jack point.
      >> Carriage bolts of the right size have round head that fits that
      >> indentation pretty well.
      >> 3/8" coarse thread of perhaps 1.5 to 2" works pretty well.
      >>
      >> -sent from the microchip implanted in my forearm
      >>
      >> On Mon, Jan 4, 2016 at 1:50 AM, Patrick Pulis
      >> > wrote:
      >>
      >>     <rv10free2fly(at)yahoo.com.au>
      >>
      >>     I'm looking to purchase two long hydraulic jacks and was wondering
      >>     if someone could please forward me the measurement from ground
      >>     level, to the tie down point fitting under the wing.
      >>
      >>     Is anyone selling fittings that attach to the end of a hydraulic
      >>     jack and screw into the wing tiedowns?
      >>
      >>     Warm regards and thanks.
      >>
      >>     Patrick Pulis
      >>     Adelaide, South Australia
      >>     RV-10 #40299
      >>
      >>     ==========
      >>     br> fts!)
      >>     r> > w.buildersbooks.com" rel="noreferrer"
      >>     target="_blank">www.buildersbooks.com
      >>     rel="noreferrer" target="_blank">http://www.matronics.com/contribution
      >>               -Matt Dralle, List Admin.
      >>     ==========
      >>     -List" rel="noreferrer"
      >>     target="_blank">http://www.matronics.com/Navigator?RV10-List
      >>     ==========
      >>     FORUMS -
      >>     eferrer" target="_blank">http://forums.matronics.com
      >>     ==========
      >>     b Site -
      >>               -Matt Dralle, List Admin.
      >>     rel="noreferrer" target="_blank">http://www.matronics.com/contribution
      >>     ==========
      >>
      >>
      >>
      >>
      >
      
      
________________________________________________________________________________
Subject: 
Re: Distance from ground level to wing tiedowns
From: 
Tim Olson <Tim(at)MyRV10.com>
Date: 
Jan 04, 2016
      
      
      Yep, and a grade 5 or 8 bolt with a 1.5-2" section of non-threaded area, 
      with a point ground in where the hex head would be, would
      work well with the normal indented top of the jack too.  Both
      the tip of the bolt, and the dished shape of the jack head, would
      prevent it from easily slipping off once the weight of the plane is
      on the jack.  And you're right, whatever you do, you're not looking
      to lock it solidly to the jack at all. It needs to have
      movement. My socket that screws into the tiedown is about 1/4"
      larger in diameter than the jack head to give it a little wiggle
      room of 1/8" on all sides.
      Tim
      
      On 1/4/2016 2:14 PM, Kelly McMullen wrote:
      >
      > Sounds good.  What some don't seem to appreciate is that you *need* the
      > ability of the aircraft to move small amounts while on the jacks. May be
      > that you are raising nose or tail, may be uneven ground under the jack.
      > The round head of the carriage bolt works fine. Most retractable
      > certified planes have jack points that are just more pointy than the
      > carriage bolt. The risk of the plane slipping off the jack is inversely
      > proportional to the amount of weight supported by the jack. Highest risk
      > for the first couple strokes of the jack, much less after that.
      >
      
      
________________________________________________________________________________
Subject: 
Re: Lifting the fuselage to installed wheel covers
From: 
Patrick Pulis <rv10free2fly(at)yahoo.com.au>
Date: 
Jan 05, 2016
      
      Many thanks for the ideas and inspiration guys. I'm on the right track now.
      
      Warm regards
      
      Patrick
      
      > On 5 Jan 2016, at 04:43, Bill Watson  wrote:
      > 
      > If you are looking for a minimalist approach, see this Precarious - Not
      > 
      > I used a single 'Harbor Freight' bottle jack to raise a side at a time - t
      hen some oak 1.5"x1.5" sticks I had laying around clamped to the spar stubs.
         The nose and most of the weight is held by my engine hoist.
      > 
      > Given that the tail isn't installed and the engine is, there's not that mu
      ch weight to support at the future CG if the engine is support on an engine h
      oist. 
      > 
      > Assuming you have an engine hoist and any kind of jack, using a couple of s
      ticks and c-clamps is pretty cost effective.  I worked up the nerve to take t
      his approach by looking at other builders pictures.
      > 
      > Good luck putting on your pants.
      > 
      >> On 1/2/2016 11:22 PM, Patrick Pulis wrote:
      >
      >> 
      >> Happy new year to you all.
      >> 
      >> I would appreciate any recommendations as to how to lift the fuselage off
       the ground, in order to have the wheels in the flying attitude to enable fi
      tting of the wheel covers?
      >> 
      >> Thank you in anticipation.
      >> 
      >> Warm regards
      >> 
      >> Patrick
      >> 
      >> 
      >> 
      >> 
      >> 
      > 
      ==========================
      ==========================
      -=========================
      ==========================
      ==========================
      -=========================
      ==========================
      ========
      
________________________________________________________________________________
Subject: 
Re: Distance from ground level to wing tiedowns
From: 
Patrick Pulis <rv10free2fly(at)yahoo.com.au>
Date: 
Jan 05, 2016
      
      
      Many thanks to all.
      
      Warm regards
      
      Patrick
      
      > On 5 Jan 2016, at 07:01, Tim Olson  wrote:
      > 
      > 
      > Yep, and a grade 5 or 8 bolt with a 1.5-2" section of non-threaded area, with
      a point ground in where the hex head would be, would
      > work well with the normal indented top of the jack too.  Both
      > the tip of the bolt, and the dished shape of the jack head, would
      > prevent it from easily slipping off once the weight of the plane is
      > on the jack.  And you're right, whatever you do, you're not looking
      > to lock it solidly to the jack at all. It needs to have
      > movement. My socket that screws into the tiedown is about 1/4"
      > larger in diameter than the jack head to give it a little wiggle
      > room of 1/8" on all sides.
      > Tim
      > 
      >> On 1/4/2016 2:14 PM, Kelly McMullen wrote:
      >> 
      >> Sounds good.  What some don't seem to appreciate is that you *need* the
      >> ability of the aircraft to move small amounts while on the jacks. May be
      >> that you are raising nose or tail, may be uneven ground under the jack.
      >> The round head of the carriage bolt works fine. Most retractable
      >> certified planes have jack points that are just more pointy than the
      >> carriage bolt. The risk of the plane slipping off the jack is inversely
      >> proportional to the amount of weight supported by the jack. Highest risk
      >> for the first couple strokes of the jack, much less after that.
      > 
      > 
      > 
      > 
      
      
________________________________________________________________________________
From: 
"Carl Froehlich" <carl.froehlich(at)verizon.net>
Subject: 
Distance from ground level to wing tie downs
Date: 
Jan 04, 2016
      
      While others may disagree, for several reasons I never like the "bolt 
      into the tie down" approach for jacking up the plane.  Attached photos 
      show what I did.  The padded 2x6 is centered under the wing spar.  The 
      jack rod is captured by the pipe flange on the bottom of the 2x6.  Note 
      the 1/4" thick aluminum plate between the flange and the 2x6.  This is 
      there to prevent the jack rod from poking a hole in the 2x6.  The flange 
      provides movement between the jack rod and the 2x6 to adjust to the wing 
      spar as needed, but is deep enough to prevent the rod from slipping out. 
       In other words the 2x6 is always flat against the wing spar.
      
      While you can get by with one, I made two for those special occasions 
      where I wanted both main gear off the ground.  These have proven to be 
      very stable on several RVs over the years.
      
      Carl
      
      -----Original Message-----
      From: owner-rv10-list-server(at)matronics.com 
      [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Tim Olson
      Sent: Monday, January 04, 2016 3:32 PM
      Subject: Re: RV10-List: Distance from ground level to wing tiedowns
      
      
      Yep, and a grade 5 or 8 bolt with a 1.5-2" section of non-threaded area, 
      with a point ground in where the hex head would be, would work well with 
      the normal indented top of the jack too.  Both the tip of the bolt, and 
      the dished shape of the jack head, would prevent it from easily slipping 
      off once the weight of the plane is on the jack.  And you're right, 
      whatever you do, you're not looking to lock it solidly to the jack at 
      all. It needs to have movement. My socket that screws into the tiedown 
      is about 1/4"
      larger in diameter than the jack head to give it a little wiggle room of 
      1/8" on all sides.
      Tim
      
      On 1/4/2016 2:14 PM, Kelly McMullen wrote:
      >
      > Sounds good.  What some don't seem to appreciate is that you *need* 
      > the ability of the aircraft to move small amounts while on the jacks. 
      > May be that you are raising nose or tail, may be uneven ground under 
      the jack.
      > The round head of the carriage bolt works fine. Most retractable 
      > certified planes have jack points that are just more pointy than the 
      > carriage bolt. The risk of the plane slipping off the jack is 
      > inversely proportional to the amount of weight supported by the jack. 
      > Highest risk for the first couple strokes of the jack, much less after 
      that.
      >
      
      
________________________________________________________________________________
From: 
"Albert" <ibspud(at)roadrunner.com>
Subject: 
Distance from ground level to wing tie downs
Date: 
Jan 04, 2016
      
      
      Well, I like the idea on attaching the plane to the jack. Drill the holes in the
      top of the ram oversize and use a short length of all-threaded rod and it can't
      fall off. The all-threaded rod is somewhat soft and could bend so the dihedral
      is not a factor. Mine have never bent however.
      On the other hand, different strokes for different folks! Looks like they all work
      for the purpose.
      Albert Gardner
      RV-10 N991RV
      Yuma, AZ 
      
      
________________________________________________________________________________
From: 
Tcwtech <rnewman(at)tcwtech.com>
Subject: 
Re: Distance from ground level to wing tie downs
Date: 
Jan 04, 2016
      
      
      If your airplane is on a hard surface, like a concrete  hangar floor then the following from harbor freight works great for all jacking exercises without any modification.    The hydraulic lifting table. http://m.harborfreight.com/1000-lbs-capacity-hydraulic-table-cart-69148.html
      Works great.   Just park it under the wing spar, add a carpet square or moving
      blanket and lift the plane.  The table is plenty deep to easily reach the spar
      without the handle hitting the leading edge of the wing.    I've used it countless
      times during building and servicing the plane.   It's fast,stable, easy
      to reposition.     I've even used it on the front of the plane to lift the nose
      wheel off the ground.   You can get a good bit of the table right under the
      firewall bulkhead.   With a moving blanket on the table, very nicely distribute
      the load.  
      
      Bob Newman
      TCW Technologies, LLC
      610-928-3420
      
      > On Jan 4, 2016, at 3:44 PM, Carl Froehlich  wrote:
      > 
      > While others may disagree, for several reasons I never like the "bolt into the
      tie down" approach for jacking up the plane.  Attached photos show what I did.
      The padded 2x6 is centered under the wing spar.  The jack rod is captured
      by the pipe flange on the bottom of the 2x6.  Note the 1/4" thick aluminum plate
      between the flange and the 2x6.  This is there to prevent the jack rod from
      poking a hole in the 2x6.  The flange provides movement between the jack rod
      and the 2x6 to adjust to the wing spar as needed, but is deep enough to prevent
      the rod from slipping out.  In other words the 2x6 is always flat against the
      wing spar.
      > 
      > While you can get by with one, I made two for those special occasions where I
      wanted both main gear off the ground.  These have proven to be very stable on
      several RVs over the years.
      > 
      > Carl
      > 
      > -----Original Message-----
      > From: owner-rv10-list-server(at)matronics.com [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Tim Olson
      > Sent: Monday, January 04, 2016 3:32 PM
      > To: rv10-list(at)matronics.com
      > Subject: Re: RV10-List: Distance from ground level to wing tiedowns
      > 
      > 
      > Yep, and a grade 5 or 8 bolt with a 1.5-2" section of non-threaded area, with
      a point ground in where the hex head would be, would work well with the normal
      indented top of the jack too.  Both the tip of the bolt, and the dished shape
      of the jack head, would prevent it from easily slipping off once the weight
      of the plane is on the jack.  And you're right, whatever you do, you're not looking
      to lock it solidly to the jack at all. It needs to have movement. My socket
      that screws into the tiedown is about 1/4"
      > larger in diameter than the jack head to give it a little wiggle room of 1/8"
      on all sides.
      > Tim
      > 
      >> On 1/4/2016 2:14 PM, Kelly McMullen wrote:
      >> 
      >> Sounds good.  What some don't seem to appreciate is that you *need* 
      >> the ability of the aircraft to move small amounts while on the jacks. 
      >> May be that you are raising nose or tail, may be uneven ground under the jack.
      >> The round head of the carriage bolt works fine. Most retractable 
      >> certified planes have jack points that are just more pointy than the 
      >> carriage bolt. The risk of the plane slipping off the jack is 
      >> inversely proportional to the amount of weight supported by the jack. 
      >> Highest risk for the first couple strokes of the jack, much less after that.
      > 
      > 
      > 
      > 
      > 
      
      
________________________________________________________________________________
Date: 
Jan 04, 2016
From: 
"Kent Ogden" <ogdenk(at)upstate.edu>
Subject: 
Re: Finishing kit mods
      
      Thanks everyone for all of the feedback and suggestions.  I've decided 
      that I will omit these parts, and get the Matco parts and use Desser for 
      the tires/leakguard tubes.  
      I understand this is probably overkill on the brakes for typical operations
      , but several scenarios were mentioned by some of you that I hadn't 
      thought of where maximum braking power would be good.
      
      Kent
      
      
      2.00  U 15X6.0-6               MAIN TIRE 6 PLY RV-10       
      2.00  U 15X6.0-6IT             INNER TUBE MAIN RV-10       
      1.00  U 5:00X5-6               6 PLY TIRE MAIN GEAR        
      1.00  U 5:00X5-6IT             TUBE FOR 5:005-6            
      1.00  U-00011                  GROVE WHL&BRK 6X6.00        
      1.00  U NW501.25               NOSE WHEEL W/BEARINGS       
      
      
________________________________________________________________________________
From: 
"Rene" <rene(at)felker.com>
Subject: 
Finishing kit mods
Date: 
Jan 04, 2016
      
      Kent, sorry for not chiming in sooner. I think you are making the right
      decision on the brakes.  Hot (temp), high (altitude), and heavy landings
      always end in some brake fade.  Maybe it is just bad performance by the
      pilot (me), but I  wish I had better braking.  Matco brakes are in my
      future.
      
      
      I am coming up on 600 hours and I rebuilt my brakes just last week.  I think
      I will be able to justify them next year.
      
      
      Rene'
      
      801-721-6080
      
      
      From: owner-rv10-list-server(at)matronics.com
      [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Kent Ogden
      Sent: Monday, January 04, 2016 6:17 PM
      Subject: Re: RV10-List: Finishing kit mods
      
      
      Thanks everyone for all of the feedback and suggestions.  I've decided that
      I will omit these parts, and get the Matco parts and use Desser for the
      tires/leakguard tubes.  
      
      I understand this is probably overkill on the brakes for typical operations,
      but several scenarios were mentioned by some of you that I hadn't thought of
      where maximum braking power would be good.
      
      
      Kent
      
      
      2.00  U 15X6.0-6               MAIN TIRE 6 PLY RV-10       
      2.00  U 15X6.0-6IT             INNER TUBE MAIN RV-10       
      1.00  U 5:00X5-6               6 PLY TIRE MAIN GEAR        
      1.00  U 5:00X5-6IT             TUBE FOR 5:005-6            
      1.00  U-00011                  GROVE WHL&BRK 6X6.00        
      1.00  U NW501.25               NOSE WHEEL W/BEARINGS       
      
      
________________________________________________________________________________
Subject: 
Re: Finishing kit mods
From: 
Pascal <rv10flyer(at)live.com>
Date: 
Jan 04, 2016
      
      I will remind all the newer builders. Desser also sells the windows and 
      nav light covers under their Cee Baileys company. The windscreen is not 
      a perfect buy and install but rather a buy and "final fine tune" fit for 
      the specific build. It WILL save you hours of work putting the 
      windscreen on and off dozens of times. The quality is also much better 
      than the acrylic Vans provides in the kits.
      http://www.vansaircrafttires.com/categories/RV%252d10/Airframe-Parts/
      Pascal
      
      
      On 1/4/2016 5:17 PM, Kent Ogden wrote:
      > Thanks everyone for all of the feedback and suggestions.  I've decided 
      > that I will omit these parts, and get the Matco parts and use Desser 
      > for the tires/leakguard tubes.
      > I understand this is probably overkill on the brakes for typical 
      > operations, but several scenarios were mentioned by some of you that I 
      > hadn't thought of where maximum braking power would be good.
      > Kent
      >
      > 2.00  U 15X6.0-6               MAIN TIRE 6 PLY RV-10
      > 2.00  U 15X6.0-6IT             INNER TUBE MAIN RV-10
      > 1.00  U 5:00X5-6               6 PLY TIRE MAIN GEAR
      > 1.00  U 5:00X5-6IT             TUBE FOR 5:005-6
      > 1.00  U-00011                  GROVE WHL&BRK 6X6.00
      > 1.00  U NW501.25               NOSE WHEEL W/BEARINGS
      
      
________________________________________________________________________________
From: 
Kelly McMullen <apilot2(at)gmail.com>
Date: 
Jan 04, 2016
Subject: 
Re: Finishing kit mods
      
      Are you getting brake fade with 5606 or the better brake fluid? Do you
      purge your brake fluid every 2 or 3 years? Do you typically use runways
      less than say 2500 ft? Do you normally land with less than full flaps? Just
      trying to understand whether there are factors beyond the OAT and DA. I
      don't recall any certified aircraft in the weight range that come with more
      than single puck brakes. I know touble puck get fitted to the C180 and are
      stock on C185.
      What does the Cirrus have for brakes since it lands faster and is probably
      heavier?
      
      -sent from the microchip implanted in my forearm
      
      On Mon, Jan 4, 2016 at 6:47 PM, Rene  wrote:
      
      > Kent, sorry for not chiming in sooner. I think you are making the right
      > decision on the brakes.  Hot (temp), high (altitude), and heavy landings
      > always end in some brake fade.  Maybe it is just bad performance by the
      > pilot (me), but I  wish I had better braking.  Matco brakes are in my
      > future.
      >
      >
      > I am coming up on 600 hours and I rebuilt my brakes just last week.  I
      > think I will be able to justify them next year.
      >
      >
      > Rene'
      >
      > 801-721-6080
      >
      >
      > *From:* owner-rv10-list-server(at)matronics.com [mailto:
      > owner-rv10-list-server(at)matronics.com] *On Behalf Of *Kent Ogden
      > *Sent:* Monday, January 04, 2016 6:17 PM
      > *To:* rv10-list(at)matronics.com
      > *Subject:* Re: RV10-List: Finishing kit mods
      >
      >
      > Thanks everyone for all of the feedback and suggestions.  I've decided
      > that I will omit these parts, and get the Matco parts and use Desser for
      > the tires/leakguard tubes.
      >
      > I understand this is probably overkill on the brakes for typical
      > operations, but several scenarios were mentioned by some of you that I
      > hadn't thought of where maximum braking power would be good.
      >
      >
      > Kent
      >
      >
      > 2.00  U 15X6.0-6               MAIN TIRE 6 PLY RV-10
      > 2.00  U 15X6.0-6IT             INNER TUBE MAIN RV-10
      > 1.00  U 5:00X5-6               6 PLY TIRE MAIN GEAR
      > 1.00  U 5:00X5-6IT             TUBE FOR 5:005-6
      > 1.00  U-00011                  GROVE WHL&BRK 6X6.00
      > 1.00  U NW501.25               NOSE WHEEL W/BEARINGS
      >
      >
      
________________________________________________________________________________
From: 
"Rene" <rene(at)felker.com>
Subject: 
Finishing kit mods
Date: 
Jan 04, 2016
      
      5606.
      
      
      Yes.every two to 3 years
      
      
      I use longer runways..but the tower request early 
      turnout..=9Dif able=9D.
      
      
      The RV-10 lands faster and is a lot cleaner than the Cessna=99s.  
      
      
      The bottom line for me is more margin in breaking would be better and 
      well worth the extra $$.  But, 430 to a 430W and an unexpected screen 
      failure used up all my maintenance money this year.. 
      
      
      From: owner-rv10-list-server(at)matronics.com 
      [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Kelly 
      McMullen
      Sent: Monday, January 04, 2016 7:31 PM
      Subject: Re: RV10-List: Finishing kit mods
      
      
      Are you getting brake fade with 5606 or the better brake fluid? Do you 
      purge your brake fluid every 2 or 3 years? Do you typically use runways 
      less than say 2500 ft? Do you normally land with less than full flaps? 
      Just trying to understand whether there are factors beyond the OAT and 
      DA. I don't recall any certified aircraft in the weight range that come 
      with more than single puck brakes. I know touble puck get fitted to the 
      C180 and are stock on C185.
      
      What does the Cirrus have for brakes since it lands faster and is 
      probably heavier?
      
      
      -sent from the microchip implanted in my forearm
      
      
      On Mon, Jan 4, 2016 at 6:47 PM, Rene  wrote:
      
      Kent, sorry for not chiming in sooner. I think you are making the right 
      decision on the brakes.  Hot (temp), high (altitude), and heavy landings 
      always end in some brake fade.  Maybe it is just bad performance by the 
      pilot (me), but I  wish I had better braking.  Matco brakes are in my 
      future.
      
      
      I am coming up on 600 hours and I rebuilt my brakes just last week.  I 
      think I will be able to justify them next year.
      
      
      Rene'
      
      801-721-6080
      
      
      From: owner-rv10-list-server(at)matronics.com 
      [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Kent Ogden
      Sent: Monday, January 04, 2016 6:17 PM
      Subject: Re: RV10-List: Finishing kit mods
      
      
      Thanks everyone for all of the feedback and suggestions.  I've decided 
      that I will omit these parts, and get the Matco parts and use Desser for 
      the tires/leakguard tubes.  
      
      I understand this is probably overkill on the brakes for typical 
      operations, but several scenarios were mentioned by some of you that I 
      hadn't thought of where maximum braking power would be good.
      
      
      Kent
      
      
      2.00  U 15X6.0-6               MAIN TIRE 6 PLY RV-10       
      2.00  U 15X6.0-6IT             INNER TUBE MAIN RV-10       
      1.00  U 5:00X5-6               6 PLY TIRE MAIN GEAR        
      1.00  U 5:00X5-6IT             TUBE FOR 5:005-6            
      1.00  U-00011                  GROVE WHL&BRK 6X6.00        
      1.00  U NW501.25               NOSE WHEEL W/BEARINGS       
      
      
________________________________________________________________________________
Subject: 
Re: Finishing kit mods
From: 
Kelly McMullen <kellym(at)aviating.com>
Date: 
Jan 04, 2016
      
      
      Yes, faster than Cessnas, not faster than Mooneys, which have single 
      puck Clevelands until their gross went over 2800. I don't waste my 
      brakes on tower request unless I can easily do it or I really want to do 
      it. Most towered airports have plenty of runway. Glazed brakes can 
      easily feel like fading and a lot less braking for given pedal pressure.
      More braking can easily equate to tire flat spotting.
      Utility Cessnas get bigger brakes to handle torque of bigger tires, i.e. 
      bush use.
      I was asking about Cirrus brakes, with their higher landing speeds. 
      Don't know what they have.
      I think you might get less fade with the higher temp brake fluid. 
      Doesn't cost much to try.
      
      On 1/4/2016 8:22 PM, Rene wrote:
      > 5606.
      >
      > Yes.every two to 3 years
      >
      > I use longer runways..but the tower request early turnout..if able.
      >
      > The RV-10 lands faster and is a lot cleaner than the Cessnas.
      >
      > The bottom line for me is more margin in breaking would be better and
      > well worth the extra $$.  But, 430 to a 430W and an unexpected screen
      > failure used up all my maintenance money this year..
      >
      > *From:*owner-rv10-list-server(at)matronics.com
      > [mailto:owner-rv10-list-server(at)matronics.com] *On Behalf Of *Kelly McMullen
      > *Sent:* Monday, January 04, 2016 7:31 PM
      > *To:* rv10-list(at)matronics.com
      > *Subject:* Re: RV10-List: Finishing kit mods
      >
      > Are you getting brake fade with 5606 or the better brake fluid? Do you
      > purge your brake fluid every 2 or 3 years? Do you typically use runways
      > less than say 2500 ft? Do you normally land with less than full flaps?
      > Just trying to understand whether there are factors beyond the OAT and
      > DA. I don't recall any certified aircraft in the weight range that come
      > with more than single puck brakes. I know touble puck get fitted to the
      > C180 and are stock on C185.
      >
      > What does the Cirrus have for brakes since it lands faster and is
      > probably heavier?
      >
      >
      > -sent from the microchip implanted in my forearm
      >
      > On Mon, Jan 4, 2016 at 6:47 PM, Rene  > wrote:
      >
      > Kent, sorry for not chiming in sooner. I think you are making the right
      > decision on the brakes.  Hot (temp), high (altitude), and heavy landings
      > always end in some brake fade.  Maybe it is just bad performance by the
      > pilot (me), but I  wish I had better braking.  Matco brakes are in my
      > future.
      >
      > I am coming up on 600 hours and I rebuilt my brakes just last week.  I
      > think I will be able to justify them next year.
      >
      > Rene'
      >
      > 801-721-6080 
      >
      > *From:*owner-rv10-list-server(at)matronics.com
      > 
      > [mailto:owner-rv10-list-server(at)matronics.com
      > ] *On Behalf Of *Kent Ogden
      > *Sent:* Monday, January 04, 2016 6:17 PM
      > *To:* rv10-list(at)matronics.com 
      > *Subject:* Re: RV10-List: Finishing kit mods
      >
      > Thanks everyone for all of the feedback and suggestions.  I've decided
      > that I will omit these parts, and get the Matco parts and use Desser for
      > the tires/leakguard tubes.
      >
      > I understand this is probably overkill on the brakes for typical
      > operations, but several scenarios were mentioned by some of you that I
      > hadn't thought of where maximum braking power would be good.
      >
      > Kent
      >
      > 2.00  U 15X6.0-6               MAIN TIRE 6 PLY RV-10
      > 2.00  U 15X6.0-6IT             INNER TUBE MAIN RV-10
      > 1.00  U 5:00X5-6               6 PLY TIRE MAIN GEAR
      > 1.00  U 5:00X5-6IT             TUBE FOR 5:005-6
      > 1.00  U-00011                  GROVE WHL&BRK 6X6.00
      > 1.00  U NW501.25               NOSE WHEEL W/BEARINGS
      >
      
      
________________________________________________________________________________
Subject: 
Re: Finishing kit mods
From: 
"Berck E. Nash" <flyboy(at)gmail.com>
Date: 
Jan 04, 2016
      
      
      On 01/04/2016 08:51 PM, Kelly McMullen wrote:
      > I think you might get less fade with the higher temp brake fluid.
      > Doesn't cost much to try.
      
      Higher temp brake fluid just moves the boiling point of the fluid, and
      won't help with fade at all.  If you're boiling fluid, you'll
      know--mushy brakes and no braking.  If you want to fix fade, you need
      higher temp pads.
      
      
________________________________________________________________________________
Subject: 
Re: Finishing kit mods
From: 
Linn Walters <flying-nut(at)cfl.rr.com>
Date: 
Jan 05, 2016
      
      
      I queried a friend with a Cirrus ......
      "There are 4 brake linings and 4 pucks on my brakes as far as I know."
      I think he really has two pucks .......
      Linn
      
      
      On 1/4/2016 10:51 PM, Kelly McMullen wrote:
      >
      > Yes, faster than Cessnas, not faster than Mooneys, which have single 
      > puck Clevelands until their gross went over 2800. I don't waste my 
      > brakes on tower request unless I can easily do it or I really want to 
      > do it. Most towered airports have plenty of runway. Glazed brakes can 
      > easily feel like fading and a lot less braking for given pedal pressure.
      > More braking can easily equate to tire flat spotting.
      > Utility Cessnas get bigger brakes to handle torque of bigger tires, 
      > i.e. bush use.
      > I was asking about Cirrus brakes, with their higher landing speeds. 
      > Don't know what they have.
      > I think you might get less fade with the higher temp brake fluid. 
      > Doesn't cost much to try.
      >
      > On 1/4/2016 8:22 PM, Rene wrote:
      >> 5606.
      >>
      >> Yes.every two to 3 years
      >>
      >> I use longer runways..but the tower request early turnout..if able.
      >>
      >> The RV-10 lands faster and is a lot cleaner than the Cessnas.
      >>
      >> The bottom line for me is more margin in breaking would be better and
      >> well worth the extra $$.  But, 430 to a 430W and an unexpected screen
      >> failure used up all my maintenance money this year..
      >>
      >> *From:*owner-rv10-list-server(at)matronics.com
      >> [mailto:owner-rv10-list-server(at)matronics.com] *On Behalf Of *Kelly 
      >> McMullen
      >> *Sent:* Monday, January 04, 2016 7:31 PM
      >> *To:* rv10-list(at)matronics.com
      >> *Subject:* Re: RV10-List: Finishing kit mods
      >>
      >> Are you getting brake fade with 5606 or the better brake fluid? Do you
      >> purge your brake fluid every 2 or 3 years? Do you typically use runways
      >> less than say 2500 ft? Do you normally land with less than full flaps?
      >> Just trying to understand whether there are factors beyond the OAT and
      >> DA. I don't recall any certified aircraft in the weight range that come
      >> with more than single puck brakes. I know touble puck get fitted to the
      >> C180 and are stock on C185.
      >>
      >> What does the Cirrus have for brakes since it lands faster and is
      >> probably heavier?
      >>
      >>
      >> -sent from the microchip implanted in my forearm
      >>
      >> On Mon, Jan 4, 2016 at 6:47 PM, Rene > > wrote:
      >>
      >> Kent, sorry for not chiming in sooner. I think you are making the right
      >> decision on the brakes.  Hot (temp), high (altitude), and heavy landings
      >> always end in some brake fade.  Maybe it is just bad performance by the
      >> pilot (me), but I  wish I had better braking.  Matco brakes are in my
      >> future.
      >>
      >> I am coming up on 600 hours and I rebuilt my brakes just last week.  I
      >> think I will be able to justify them next year.
      >>
      >> Rene'
      >>
      >> 801-721-6080 
      >>
      >> *From:*owner-rv10-list-server(at)matronics.com
      >> 
      >> [mailto:owner-rv10-list-server(at)matronics.com
      >> ] *On Behalf Of *Kent Ogden
      >> *Sent:* Monday, January 04, 2016 6:17 PM
      >> *To:* rv10-list(at)matronics.com 
      >> *Subject:* Re: RV10-List: Finishing kit mods
      >>
      >> Thanks everyone for all of the feedback and suggestions.  I've decided
      >> that I will omit these parts, and get the Matco parts and use Desser for
      >> the tires/leakguard tubes.
      >>
      >> I understand this is probably overkill on the brakes for typical
      >> operations, but several scenarios were mentioned by some of you that I
      >> hadn't thought of where maximum braking power would be good.
      >>
      >> Kent
      >>
      >> 2.00  U 15X6.0-6               MAIN TIRE 6 PLY RV-10
      >> 2.00  U 15X6.0-6IT             INNER TUBE MAIN RV-10
      >> 1.00  U 5:00X5-6               6 PLY TIRE MAIN GEAR
      >> 1.00  U 5:00X5-6IT             TUBE FOR 5:005-6
      >> 1.00  U-00011                  GROVE WHL&BRK 6X6.00
      >> 1.00  U NW501.25               NOSE WHEEL W/BEARINGS
      >>
      >
      >
      
      
________________________________________________________________________________
Subject: 
Re: Finishing kit mods
From: 
Kelly McMullen <kellym(at)aviating.com>
Date: 
Jan 05, 2016
      
      
      I agree, likely double puck brakes, 4 pads per caliper.   It is heavier 
      at 3400 lbs and stall speed of 60kts vs the -10 at 55kts @ 2700 gross 
      wt. So obvious need for more effective brakes.
      
      
      On 1/5/2016 6:23 AM, Linn Walters wrote:
      >
      > I queried a friend with a Cirrus ......
      > "There are 4 brake linings and 4 pucks on my brakes as far as I know."
      > I think he really has two pucks .......
      > Linn
      >
      
      
________________________________________________________________________________
From: 
"David" <dlm34077(at)cox.net>
Subject: 
FW: build them
Date: 
Jan 05, 2016
      
      Also don't forget the tail tie down of a couple of hundred pounds. My tie
      down is on rollers. The tail tie down ring is steel. I thought of using a
      hook but that was a little too much.
      
      
        _____  
      
      From: David [mailto:dlm34077(at)cox.net] 
      Sent: Tuesday, January 5, 2016 7:48 AM
      Subject: build them
      
      
      Use 1" threaded rod from www.McMastercarr.com <http://www.mcmastercarr.com/>
      and a threaded nut; weld to top of standard 3 ton jack.
      
      
      David McNeill
      
      480-626-4048
      
      
      N46007 tt1000+
      
      CFII A&P
      
      
      ---
      This email has been checked for viruses by Avast antivirus software.
      https://www.avast.com/antivirus
      
________________________________________________________________________________
From: 
"David" <dlm34077(at)cox.net>
Subject: 
jacks
Date: 
Jan 05, 2016
      
      Builders need to take care to determine their wing tie down supports are
      flush with the bottom skin. My QB wings came with a small gap between the
      bottom of the tie down structure and the bottom skin and as a result the
      jack insert or tie down ring can crease the skin when tightened or you are
      left with the aircraft sitting on the threads of the support. I used wooden
      blocks with a partially drilled bolt hole for the jack and a flattened
      surface of the wood with a piece of silicone baffling material "glued" to
      it. Locate it under the main spar.
      
      
      David McNeill
      
      N46007 TT1000+
      
      
      ---
      This email has been checked for viruses by Avast antivirus software.
      https://www.avast.com/antivirus
      
________________________________________________________________________________
From: 
"David" <dlm34077(at)cox.net>
Subject: 
wing jacks
Date: 
Jan 05, 2016
      
      
      Also don't forget the tail tie down of a couple of hundred pounds. My tie
      down is on rollers. The tail tie down ring is steel. I thought of using a
      hook but that was a little too much.
      
      
        _____  
      
      From: David [mailto:dlm34077(at)cox.net] 
      Sent: Tuesday, January 5, 2016 7:48 AM
      Subject: build them
      
      
      Use 1" threaded rod from www.McMastercarr.com <http://www.mcmastercarr.com/>
      and a threaded nut; weld to top of standard 3 ton jack.
      
      
      David McNeill
      
      480-626-4048
      
      
      N46007 tt1000+
      
      CFII A&P
      
      
      ---
      This email has been checked for viruses by Avast antivirus software.
      https://www.avast.com/antivirus
      
      
      ---
      This email has been checked for viruses by Avast antivirus software.
      https://www.avast.com/antivirus
      
      
________________________________________________________________________________
From: 
Kelly McMullen <apilot2(at)gmail.com>
Date: 
Jan 07, 2016
Subject: 
Re: Airflow ES Fuel Pump
      
      To close the loop, after I verified I had the right pressure sensor, I
      called
      Airflow Performance, since I suspected the relief valve all along.  They
      told me how to take apart the valve (didn't look like it came apart). Since
      I did not want to try that operation in the tunnel, I removed the pump from
      the tunnel (sure glad I installed side access panel). Took apart the valve,
      tapped the body on the bench, and all the inards came out. Didn't see
      crude, but cleaned everything anyway. Gave a light coating of triflow to
      keep parts from sticking until fuel got flowing. Got everything
      reinstalled, checked all the flare nuts for torque, then turned fuel back
      on, held my breath, and turned on boost pump. Voila, steady 26-27 psi,
      everything working fine. I surmise that the fact I bought my fuel pump and
      filter from another builder who was headed in different direction, and they
      sat for 3 yrs after that, the moving parts just lodged with spring pressure
      inside the valve and needed to be feed up. The main two pieces of
      information I got from Airflow is that the valve comes apart with 2 ea
      13/16 wrenches, and to NOT remove valve from the pump as that connection is
      likely to gall in reassembly. Thanks for the various suggestions,.
      Moving on.....
      Kelly
      
      -sent from the microchip implanted in my forearm
      
      On Sun, Jan 3, 2016 at 2:01 PM, Kelly McMullen  wrote:
      
      > Well, I tested my system for leaks today.
      > The boost pump brought the pressure right up, past 25, past 35, beyond the
      > 40 max scale I had set on the EFIS.
      > So turned it right off. Could bleed pressure down into readable range by
      > cracking mixture. Let it hold for an hour at 25, no problem. With that I
      > believe the system is leak-free.
      > However, it would appear that the relief valve return of fuel to the
      > system intake is not working.
      > Has anyone else seen this? Do I need a new relief valve from Airflow? I
      > gather there is no servicing the relief valve.
      > Kelly
      > -sent from the microchip implanted in my forearm
      >
      
________________________________________________________________________________
Date: 
Jan 10, 2016
Subject: 
Battery Cable
From: 
Steven DeFord <riveteddragon(at)gmail.com>
      
      Quick question-- for the main battery cable(s), obviously the + lead needs
      to run forward, but have people been putting in a grounding wire up to the
      engine block & starter, or just chassis grounding?  Seems like there are a
      few pounds to save if you don't have to run a ground wire, and I imagine
      that the battery/alternator/etc aren't especially noise/ground loop
      sensitive.
      
      Steve
      
________________________________________________________________________________
Subject: 
Re: Battery Cable
From: 
Linn Walters <flying-nut(at)cfl.rr.com>
Date: 
Jan 10, 2016
      
      
      I ran a separate #2 ground wire all the way to (and through) the 
      firewall and on to the ground straps that go around the engine isolators.
      This gave me a good, solid ground to the engine for starting and also 
      gives me a good ground for the instrument panel.  I thought long and 
      hard about the additional weight and decided it was better to add the 
      weight than be stranded trying to start with a weak battery.
      I'm not flying yet so I can's say that I made the correct decision.
      You're correct on the ground loops.
      Linn
      
      On 1/10/2016 2:07 PM, Steven DeFord wrote:
      > Quick question-- for the main battery cable(s), obviously the + lead 
      > needs to run forward, but have people been putting in a grounding wire 
      > up to the engine block & starter, or just chassis grounding?  Seems 
      > like there are a few pounds to save if you don't have to run a ground 
      > wire, and I imagine that the battery/alternator/etc aren't especially 
      > noise/ground loop sensitive.
      >
      > Steve
      
      
________________________________________________________________________________
From: 
Kelly McMullen <apilot2(at)gmail.com>
Date: 
Jan 10, 2016
Subject: 
Re: Battery Cable
      
      Follow Van's plans for a local grounding point at the front of the battery
      tray. There is NO value to running a heavy ground cable to the firewall
      from the battery. Doesn't reduce resistance meaningfully, doesn't reduce
      noise.
      
      -sent from the microchip implanted in my forearm
      
      On Sun, Jan 10, 2016 at 12:07 PM, Steven DeFord 
      wrote:
      
      > Quick question-- for the main battery cable(s), obviously the + lead needs
      > to run forward, but have people been putting in a grounding wire up to the
      > engine block & starter, or just chassis grounding?  Seems like there are a
      > few pounds to save if you don't have to run a ground wire, and I imagine
      > that the battery/alternator/etc aren't especially noise/ground loop
      > sensitive.
      >
      > Steve
      >
      
________________________________________________________________________________
From: 
"Bob Leffler" <rv(at)thelefflers.com>
Subject: 
Battery Cable
Date: 
Jan 10, 2016
      
      Steve,
      
      
      This question will almost generate as much emotion and response as if 
      you asked if it=99s best to prime and what primer to use.
      
      
      There are aircraft built and flying with both methods.   Both methods 
      work.
      
      
      I=99m a former audio engineer and ground loops were always a 
      nightmare to debug.   I won=99t attempt to convince you that one 
      method is better than another.   I made the decision to run a dedicated 
      ground to the back.   I used #2 welding cable to get a little more 
      flexibility and save a bit of weight.
      
      
      Bob
      
      
      From: owner-rv10-list-server(at)matronics.com 
      [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Steven DeFord
      Sent: Sunday, January 10, 2016 2:08 PM
      Subject: RV10-List: Battery Cable
      
      
      Quick question-- for the main battery cable(s), obviously the + lead 
      needs to run forward, but have people been putting in a grounding wire 
      up to the engine block & starter, or just chassis grounding?  Seems like 
      there are a few pounds to save if you don't have to run a ground wire, 
      and I imagine that the battery/alternator/etc aren't especially 
      noise/ground loop sensitive.
      
      
      Steve
      
      
________________________________________________________________________________
From: 
David Saylor <saylor.dave(at)gmail.com>
Date: 
Jan 10, 2016
Subject: 
Re: Battery Cable
      
      I've had success using a short cable from the negative battery terminal to
      the airframe.  The starter and alternator should ground well via the engine
      block, but some people end up grounding those items to the engine case or
      engine mount or airframe as necessary.  In any case you'll want to ground
      the engine case with a conductor capable of handling the starter's current.
      
      I had to ground my oil temp sender to the airframe, even with a robust
      engine case ground.  It would send erroneous readings depending on
      alternator output.  Grounding the alternator had no effect, so I just ran a
      wire from near the temp sender to the firewall.
      
      --Dave
      
      On Sun, Jan 10, 2016 at 11:07 AM, Steven DeFord 
      wrote:
      
      > Quick question-- for the main battery cable(s), obviously the + lead needs
      > to run forward, but have people been putting in a grounding wire up to the
      > engine block & starter, or just chassis grounding?  Seems like there are a
      > few pounds to save if you don't have to run a ground wire, and I imagine
      > that the battery/alternator/etc aren't especially noise/ground loop
      > sensitive.
      >
      > Steve
      >
      
________________________________________________________________________________
From: 
"Carl Froehlich" <carl.froehlich(at)verizon.net>
Subject: 
Battery Cable
Date: 
Jan 10, 2016
      
      Standard approach:
      
      =C2=B7         Run a #2 wire from your battery(s) master solenoid(s) to 
      the firewall mounted starter solenoid
      
      =C2=B7         Run a #4 wire from the starter solenoid to the starter
      
      =C2=B7         Run a #4 wire from the starter ground terminal to the 
      firewall ground block.  This is where you also ground the battery.  Use 
      a block like this so you have a place for all your other ground 
      connections: 
      http://www.aircraftspruce.com/catalog/elpages/elecsystem07-03463-6.php
      
      =C2=B7         Run a #6 wire from the alternator output to a 70 amp 
      breaker on the firewall (assuming you are using a standard 60amp 
      alternator), from there to the battery side of the starter solenoid.  
      The alternator will share the starter ground.
      
      
      The #2 to the starter solenoid compensates for the long cable run.  The 
      short #4 cable from the solenoid to the starter is big enough to handle 
      the starting current but short enough to not have approachable voltage 
      drop.  As every amp of power going to the starter needs to get back to 
      the battery, you need to ground the most power hungry component (the 
      starter) with a ground at least as good as the supply.
      
      
      I run the cables going to the alternator and starter though fire sleeve.
      
      
      Be very careful of =9Cchassis ground=9D.  You can end up 
      with the starter or alternator trying to find ground via a path that you 
      do not want =93 like your avionics.
      
      
      Welding cable works well for these applications.
      
      
      Carl 
      
      
      From: owner-rv10-list-server(at)matronics.com 
      [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Steven DeFord
      Sent: Sunday, January 10, 2016 2:07 PM
      Subject: RV10-List: Battery Cable
      
      
      Quick question-- for the main battery cable(s), obviously the + lead 
      needs to run forward, but have people been putting in a grounding wire 
      up to the engine block & starter, or just chassis grounding?  Seems like 
      there are a few pounds to save if you don't have to run a ground wire, 
      and I imagine that the battery/alternator/etc aren't especially 
      noise/ground loop sensitive.
      
      
      Steve
      
      
________________________________________________________________________________
Subject: 
Re: Battery Cable
From: 
"Bob Turner" <bobturner(at)alum.rpi.edu>
Date: 
Jan 10, 2016
      
      
      I followed the plans, e.g., I use the airframe for the ground for the starter.
      Probably the weak point is the cable from the engine to firewall. As pointed out
      above, if that cable fails the current may find a return path not intended,
      e.g., some small gauge wire. That cable needs regular inspection. I did try my
      best to avoid ground loops with the avionics, especially audio circuits. My
      audio is noise-free.
      
      --------
      Bob Turner
      RV-10 QB
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=451858#451858
      
      
________________________________________________________________________________
Date: 
Jan 10, 2016
From: 
Don McDonald <building_partner(at)yahoo.com>
Subject: 
Re: Battery Cable
      
      What quite a few of us have done is run a SECOND ground from the engine to 
      the firewall.=C2- Short, easy, and will work great if the other ground go
      es south.Don
      
      
            From: Bob Leffler <rv(at)thelefflers.com>
       To: rv10-list(at)matronics.com 
       Sent: Sunday, January 10, 2016 2:26 PM
       Subject: RE: RV10-List: Battery Cable
         
      #yiv3767072160 #yiv3767072160 -- _filtered #yiv3767072160 {panose-1:2 4 5 3
       5 4 6 3 2 4;} _filtered #yiv3767072160 {font-family:Calibri;panose-1:2 15 
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      iv3767072160 li.yiv3767072160MsoNormal, #yiv3767072160 div.yiv3767072160Mso
      Normal {margin:0in;margin-bottom:.0001pt;font-size:12.0pt;}#yiv3767072160 a
      :link, #yiv3767072160 span.yiv3767072160MsoHyperlink {color:#0563C1;text-de
      coration:underline;}#yiv3767072160 a:visited, #yiv3767072160 span.yiv376707
      2160MsoHyperlinkFollowed {color:#954F72;text-decoration:underline;}#yiv3767
      072160 span.yiv3767072160EmailStyle17 {color:#1F497D;}#yiv3767072160 .yiv37
      67072160MsoChpDefault {} _filtered #yiv3767072160 {margin:1.0in 1.0in 1.0in
       1.0in;}#yiv3767072160 div.yiv3767072160WordSection1 {}#yiv3767072160 Steve
      , =C2-This question will almost generate as much emotion and response as 
      if you asked if it=99s best to prime and what primer to use. =C2-Th
      ere are aircraft built and flying with both methods.=C2-=C2- Both metho
      ds work. =C2-I=99m a former audio engineer and ground loops were al
      ways a nightmare to debug.=C2-=C2- I won=99t attempt to convince 
      you that one method is better than another.=C2-=C2- I made the decision
       to run a dedicated ground to the back.=C2-=C2- I used #2 welding cable
       to get a little more flexibility and save a bit of weight. =C2-Bob =C2
      - =C2-From: owner-rv10-list-server(at)matronics.com [mailto:owner-rv10-lis
      t-server(at)matronics.com] On Behalf Of Steven DeFord
      Sent: Sunday, January 10, 2016 2:08 PM
      Subject: RV10-List: Battery Cable =C2-Quick question-- for the main batte
      ry cable(s), obviously the + lead needs to run forward, but have people bee
      n putting in a grounding wire up to the engine block & starter, or just cha
      ssis grounding?=C2- Seems like there are a few pounds to save if you don'
      t have to run a ground wire, and I imagine that the battery/alternator/etc 
      aren't especially noise/ground loop sensitive. =C2-Steve
      
      
________________________________________________________________________________
Subject: 
Re: Battery Cable
From: 
Tim Olson <Tim(at)MyRV10.com>
Date: 
Jan 10, 2016
      
      I did the same as Bob, for the same reasons, plus it gives a known near 
      perfect path for the starter current.
      But like Bob says, you're going to find literally hundreds of people who 
      did it on their RV-10 both
      ways, and everyone will defend their way.   So just throw a dart or spin 
      a wheel and choose.
      It doesn't matter which side of the argument a person is on, they are 
      correct.
      Tim
      
      
      On 1/10/2016 2:26 PM, Bob Leffler wrote:
      >
      > Steve,
      >
      > This question will almost generate as much emotion and response as if 
      > you asked if its best to prime and what primer to use.
      >
      > There are aircraft built and flying with both methods.   Both methods 
      > work.
      >
      > Im a former audio engineer and ground loops were always a nightmare 
      > to debug.   I wont attempt to convince you that one method is better 
      > than another.   I made the decision to run a dedicated ground to the 
      > back.   I used #2 welding cable to get a little more flexibility and 
      > save a bit of weight.
      >
      > Bob
      >
      > *From:*owner-rv10-list-server(at)matronics.com 
      > [mailto:owner-rv10-list-server(at)matronics.com] *On Behalf Of *Steven DeFord
      > *Sent:* Sunday, January 10, 2016 2:08 PM
      > *To:* rv10-list(at)matronics.com
      > *Subject:* RV10-List: Battery Cable
      >
      > Quick question-- for the main battery cable(s), obviously the + lead 
      > needs to run forward, but have people been putting in a grounding wire 
      > up to the engine block & starter, or just chassis grounding? Seems 
      > like there are a few pounds to save if you don't have to run a ground 
      > wire, and I imagine that the battery/alternator/etc aren't especially 
      > noise/ground loop sensitive.
      >
      > Steve
      >
      
      
________________________________________________________________________________
Subject: 
Re: Finishing kit mods
From: 
"Strasnuts" <sean(at)planearound.com>
Date: 
Jan 11, 2016
      
      
      I was one of the first to use the Matco brakes on the 10.  I documented the install
      on VAF here:
      
      http://www.vansairforce.com/community/showthread.php?t=100415
      
      I have over 600 hours and very happy with the swap.  After hitting a deer on the
      runway I was extremely happy I had these brakes to slow as much as possible.
      Also, if you had to abort a takeoff I know these won't fade out as the original
      set would.  The original brakes are undersize for the weight of the RV10.
      If anything should be overbuilt I like it being the brakes.  It is very easy
      to control pressure with the new brakes too.  More confidence with stopping and
      more control equals  :) .
      
      --------
      40936
      RV-10 SB N801VR Flying
      530 hours
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=451874#451874
      
      
________________________________________________________________________________
Date: 
Jan 13, 2016
Subject: 
Kit log pro
From: 
Tom Spencer <tomspencer102003(at)gmail.com>
      
      I have started a rv-10 am haveing a great time finishing the HS today.
      A month age dwonloaded kitlog pro and can not get it to work. software
      claims I am not connected to the internet. Have emailed and called
      matronics without any response . Any suggestions? Or I should I demand a
      refund.
      
      Tom Spencer
      
________________________________________________________________________________
Date: 
Jan 13, 2016
Subject: 
Re: Kit log pro
From: 
David King <daviid(at)gmail.com>
      
      The guy who runs it had a stroke a few weeks ago and is in the hospital.
      On Jan 13, 2016 11:11 AM, "Tom Spencer"  wrote:
      
      > I have started a rv-10 am haveing a great time finishing the HS today.
      > A month age dwonloaded kitlog pro and can not get it to work. software
      > claims I am not connected to the internet. Have emailed and called
      > matronics without any response . Any suggestions? Or I should I demand a
      > refund.
      >
      > Tom Spencer
      >
      
________________________________________________________________________________
Subject: 
Re: Kit log pro
From: 
Linn Walters <flying-nut(at)cfl.rr.com>
Date: 
Jan 13, 2016
      
      Anybody have an update on his condition???
      Linn
      
      On 1/13/2016 11:11 AM, David King wrote:
      >
      > The guy who runs it had a stroke a few weeks ago and is in the hospital.
      >
      > On Jan 13, 2016 11:11 AM, "Tom Spencer"  > wrote:
      >
      >     I have started a rv-10 am haveing a great time finishing the HS today.
      >     A month age dwonloaded kitlog pro and can not get it to work.
      >     software claims I am not connected to the internet. Have emailed
      >     and called matronics without any response . Any suggestions? Or I
      >     should I demand a refund.
      >
      >     Tom Spencer
      >
      
      
________________________________________________________________________________
From: 
Bob Leffler <rv(at)thelefflers.com>
Subject: 
Re: Kit log pro
Date: 
Jan 13, 2016
      
      He's in a rehab center and progressing as expected.   He posted a selfie on f
      b this past weekend. 
      
      Sent from my iPhone
      
      On Jan 13, 2016, at 11:29 AM, Linn Walters  wrote:
      
      Anybody have an update on his condition???
      Linn
      
      > On 1/13/2016 11:11 AM, David King wrote:
      > The guy who runs it had a stroke a few weeks ago and is in the hospital. 
      
      > 
      >> On Jan 13, 2016 11:11 AM, "Tom Spencer"  wrot
      e:
      >> I have started a rv-10 am haveing a great time finishing the HS today.
      >> A month age dwonloaded kitlog pro and can not get it to work. software cl
      aims I am not connected to the internet. Have emailed and called matronics w
      ithout any response . Any suggestions? Or I should I demand a refund.
      >> 
      >> Tom Spencer
      
      
________________________________________________________________________________
From: 
"Albert" <ibspud(at)roadrunner.com>
Subject: 
Re: Finishing kit mods
Date: 
Jan 17, 2016
      
      
      What is the Rapco pad no. for the Matco brakes?
      Thanks, Albert Gardner
      
      -----Original Message-----
      From: owner-rv10-list-server(at)matronics.com
      [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Strasnuts
      Sent: Monday, January 11, 2016 9:42 AM
      Subject: RV10-List: Re: Finishing kit mods
      
      
      I was one of the first to use the Matco brakes on the 10.  I documented the
      install on VAF here:
      
      http://www.vansairforce.com/community/showthread.php?t=100415
      
      I have over 600 hours and very happy with the swap.  After hitting a deer on
      the runway I was extremely happy I had these brakes to slow as much as
      possible.  Also, if you had to abort a takeoff I know these won't fade out
      as the original set would.  The original brakes are undersize for the weight
      of the RV10.  If anything should be overbuilt I like it being the brakes.
      It is very easy to control pressure with the new brakes too.  More
      confidence with stopping and more control equals  :) .
      
      --------
      40936
      RV-10 SB N801VR Flying
      530 hours
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=451874#451874
      
      
________________________________________________________________________________
Subject: 
Flap Hinges
From: 
"Greg McFarlane" <grbcmcfarlane(at)gmail.com>
Date: 
Jan 20, 2016
      
      
      JFYInfo,  But Probably been done before. Because the flap hinge brackets are light
      gauge and flexible, I made up these little brackets (spanners) to fit over
      the flap hinge bolt head and pop riveted them to one side of the flap bracket.
      By using AN4-7A bolts, thin washers and nylock nuts, the nylock nuts can be
      tightened and bottom out before the flap hinge brackets are pinched onto the bronze
      bush. Because the bolt head is fixed and rotates with the flap hinge bracket,
      the bolt must rotate in the bronze bearing as it's supposed to. No chance
      of the bolt being loose enough to start rotating inside the flap hinge brackets
      instead of the bronze bush. No pesky split pin ends to gouge your wrists when
      washing under the wings is an added bonus. The holes in my brackets locate
      on two flats of the bolt. but other methods of capturing the bolt head would
      work. The two pop rivets are located at the back of the flap hinge brackets so
      they don't conflict with the wing flap bracket when the flaps are up.       
                Cheers from Western Australia
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=452128#452128
      
      
      Attachments: 
      
      http://forums.matronics.com//files/image_998.jpeg
      
      
________________________________________________________________________________
Subject: 
Re: Finishing kit mods
From: 
"woxofswa" <woxof(at)aol.com>
Date: 
Jan 20, 2016
      
      
      Definitely suggest the matco nose wheel assembly.
      
      I am just fine with the Van's brakes.  They have never seemed inadequate to me.
      There are a lot of disadvantages to too much braking power in my opinion.  A
      locked wheel actually takes longer to stop and a tire change in BFE is no fun.
      
      As far as tires go, I would get the Monster retreads and then set up and size the
      wheel pants accordingly.  They are a great tire for the money, but they need
      more room.  Bigger wood block on top of the tire during the geometry phase).
      I have 220+ hours on mine and they are still going strong.  (dislcaimer, only
      one touch and go in the aircraft log).  You can always use the shorter tires
      if you want but if you set up for the shorter ones it would be a huge pain to
      dial in the monsters.  Even if they weren't cheaper, I would still run the Monsters.
      Since they're cheaper they are a no brainer IMO.  Some guys with low
      slung pants just can't use them.
      
      You might lose a fraction of a knot by having the pants set higher with more rubber
      in the breeze, but you'll appreciate the extra clearance on rougher strips.
      
      --------
      Myron Nelson
      Mesa, AZ
      Flew May 10 2014
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=452157#452157
      
      
________________________________________________________________________________
From: 
Kelly McMullen <kellym(at)aviating.com>
Subject: 
Numbers
Date: 
Jan 24, 2016
      
      
      Couple questions
      Has anyone reached a concensus on V speeds, or is there much variation 
      between individual aircraft? I'd like to have starting points for 
      Vs(vans gives Vso), Vx, Vy, Va and Vmmo.
      
      Second question, for those that got a higher gross wt than Van's 
      recommended 2700, did you come up with a justification for your DAR?
      Something like whether Van's figure is for utility category or normal 
      category? I know on 2 place RV's folks have calculated back from the 
      known requirements for aerobatic flight to show that for the stated 
      aerobatic wt and balance Gs that a certain wt would fall withing normal 
      or utility G limits. Of cpurse that doesn't work for the -10 that isn't 
      designed for aerobatic use. Not saying one needs justification, but 
      would be nice to have.
      Kelly
      finally finishing
      
      
________________________________________________________________________________
From: 
David Saylor <saylor.dave(at)gmail.com>
Date: 
Jan 24, 2016
Subject: 
Re: Numbers
      
      Here's what I use.  I'm sure there's debate about what constitutes "best
      glide" and other parameters.
      
      I can't speak to GW increases.
      
      --Dave
      
      On Sun, Jan 24, 2016 at 5:55 PM, Kelly McMullen  wrote:
      
      >
      > Couple questions
      > Has anyone reached a concensus on V speeds, or is there much variation
      > between individual aircraft? I'd like to have starting points for Vs(vans
      > gives Vso), Vx, Vy, Va and Vmmo.
      >
      > Second question, for those that got a higher gross wt than Van's
      > recommended 2700, did you come up with a justification for your DAR?
      > Something like whether Van's figure is for utility category or normal
      > category? I know on 2 place RV's folks have calculated back from the known
      > requirements for aerobatic flight to show that for the stated aerobatic wt
      > and balance Gs that a certain wt would fall withing normal or utility G
      > limits. Of cpurse that doesn't work for the -10 that isn't designed for
      > aerobatic use. Not saying one needs justification, but would be nice to
      > have.
      > Kelly
      > finally finishing
      >
      >
      
________________________________________________________________________________
From: 
Danny Riggs <jdriggs49(at)msn.com>
Subject: 
Re: Numbers
Date: 
Jan 25, 2016
      
      
      My DAR never said anything about my using 2800 pounds.
      
      Sent from my iPad
      
      > On Jan 24, 2016, at 8:20 PM, Kelly McMullen  wrote:
      > 
      > 
      > Couple questions
      > Has anyone reached a concensus on V speeds, or is there much variation between
      individual aircraft? I'd like to have starting points for Vs(vans gives Vso),
      Vx, Vy, Va and Vmmo.
      > 
      > Second question, for those that got a higher gross wt than Van's recommended
      2700, did you come up with a justification for your DAR?
      > Something like whether Van's figure is for utility category or normal category?
      I know on 2 place RV's folks have calculated back from the known requirements
      for aerobatic flight to show that for the stated aerobatic wt and balance Gs
      that a certain wt would fall withing normal or utility G limits. Of cpurse that
      doesn't work for the -10 that isn't designed for aerobatic use. Not saying
      one needs justification, but would be nice to have.
      > Kelly
      > finally finishing
      > 
      > 
      > 
      > 
      
      
________________________________________________________________________________
Date: 
Jan 25, 2016
Subject: 
Re: Numbers
From: 
Ed Kranz <ed.kranz(at)gmail.com>
      
      My DAR didn't question it at all either. He just confirmed that I'd be
      testing the flight envelope at full gross, whatever I chose (2800#). I
      don't have the numbers with me, but I think stall only went up like 1 knot
      at 2800# vs me solo w/ full fuel.
      
      On Sun, Jan 24, 2016 at 9:29 PM, Danny Riggs  wrote:
      
      >
      > My DAR never said anything about my using 2800 pounds.
      >
      
________________________________________________________________________________
Subject: 
Re: Numbers
From: 
"kearney" <kearney(at)shaw.ca>
Date: 
Jan 25, 2016
      
      
      Hi Dave
      
      I was looking at your V speeds and noticed that the Vne is 200KIAS.  The Vne for
      the -10 should be 200 KTAS according to Vans.
      
      Cheers
      
      Les
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=452261#452261
      
      
________________________________________________________________________________
From: 
David Saylor <saylor.dave(at)gmail.com>
Date: 
Jan 25, 2016
Subject: 
Re: Numbers
      
      Les,
      
      I'll add an asterisk:
      
      *Standard day, Sea Level  ;-)
      
      On Mon, Jan 25, 2016 at 7:06 AM, kearney  wrote:
      
      >
      > Hi Dave
      >
      > I was looking at your V speeds and noticed that the Vne is 200KIAS.  The
      > Vne for the -10 should be 200 KTAS according to Vans.
      >
      > Cheers
      >
      > Les
      >
      >
      > Read this topic online here:
      >
      > http://forums.matronics.com/viewtopic.php?p=452261#452261
      >
      >
      
________________________________________________________________________________
From: 
David Saylor <saylor.dave(at)gmail.com>
Date: 
Jan 25, 2016
Subject: 
Re: Numbers
      
      OK, I really did add an asterisk to the AOM.  The checklist (Appendix 1 to
      the AOM) will probably be inaccurate for a while.  See attached.
      
      Which makes me wonder:  does anyone have an EFIS that presents VNE in terms
      of TAS?  My AF3400 does not, but it displays TAS below the IAS tape.
      
      --Dave
      
      On Mon, Jan 25, 2016 at 5:25 PM, David Saylor  wrote:
      
      > Les,
      >
      > I'll add an asterisk:
      >
      > *Standard day, Sea Level  ;-)
      >
      > On Mon, Jan 25, 2016 at 7:06 AM, kearney  wrote:
      >
      >>
      >> Hi Dave
      >>
      >> I was looking at your V speeds and noticed that the Vne is 200KIAS.  The
      >> Vne for the -10 should be 200 KTAS according to Vans.
      >>
      >> Cheers
      >>
      >> Les
      >>
      >>
      >>
      >>
      >> Read this topic online here:
      >>
      >> http://forums.matronics.com/viewtopic.php?p=452261#452261
      >>
      >>
      >>
      >>
      >>
      >>
      >>
      >>
      >>
      >>
      >>
      >
      
________________________________________________________________________________
Subject: 
Re: Numbers
From: 
"Bob Turner" <bobturner(at)alum.rpi.edu>
Date: 
Jan 25, 2016
      
      
      EdKranz wrote:
      > My DAR didn't question it at all either. He just confirmed that I'd be testing
      the flight envelope at full gross, whatever I chose (2800#). I don't have the
      numbers with me, but I think stall only went up like 1 knot at 2800# vs me solo
      w/ full fuel.
      > 
      > On Sun, Jan 24, 2016 at 9:29 PM, Danny Riggs  wrote:
      > 
      > >  
      > >  My DAR never said anything about my using 2800 pounds.
      > > 
      > 
      
      
      Stall speed goes up like the square root of the weight, so a 4% increase in gross
      raises Vs 2% which is about 1knot. But solo you may have been 20% under gross,
      so Vs should have dropped 10%, or about 6 knots, not 1.
      
      To the OP: Va is usually a calculated speed and, unless there is some reason to
      make it smaller, is usually the square root of the design load limit times the
      stall speed. Load limit = 3.8, square root of 3.8 = 1.95, multiply that tiimes
      Vs1 to get Va.
      
      --------
      Bob Turner
      RV-10 QB
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=452278#452278
      
      
________________________________________________________________________________
From: 
"Les Kearney" <kearney(at)shaw.ca>
Subject: 
Re: Numbers
Date: 
Jan 25, 2016
      
      Hi Dave
      
      
      What I did was calculate at Vne kn KIAS and used that on my AFS 4500 
      screens. Not perfect but it seems to work for me. 
      
      
      Cheers
      
      
      Les
      
      
      From: owner-rv10-list-server(at)matronics.com 
      [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of David Saylor
      Sent: Monday, January 25, 2016 8:45 PM
      Subject: Re: RV10-List: Re: Numbers
      
      
      OK, I really did add an asterisk to the AOM.  The checklist (Appendix 1 
      to the AOM) will probably be inaccurate for a while.  See attached.
      
      
      Which makes me wonder:  does anyone have an EFIS that presents VNE in 
      terms of TAS?  My AF3400 does not, but it displays TAS below the IAS 
      tape.
      
      
      --Dave
      
      
      On Mon, Jan 25, 2016 at 5:25 PM, David Saylor  
      wrote:
      
      Les,
      
      
      I'll add an asterisk:
      
      
      *Standard day, Sea Level  ;-)
      
      
      On Mon, Jan 25, 2016 at 7:06 AM, kearney  wrote:
      
      
      Hi Dave
      
      I was looking at your V speeds and noticed that the Vne is 200KIAS.  The 
      Vne for the -10 should be 200 KTAS according to Vans.
      
      Cheers
      
      Les
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=452261#452261
      
      
      br> fts!)
      r> > w.buildersbooks.com" rel="noreferrer" 
      target="_blank">www.buildersbooks.com
      rel="noreferrer" 
      target="_blank">http://www.matronics.com/contribution
                -Matt Dralle, List Admin.
      -List" rel="noreferrer" 
      target="_blank">http://www.matronics.com/Navigator?RV10-List
      FORUMS -
      eferrer" target="_blank">http://forums.matronics.com
      b Site -
                -Matt Dralle, List Admin.
      rel="noreferrer" 
      target="_blank">http://www.matronics.com/contribution
      
      
________________________________________________________________________________
Subject: 
Re: Numbers
From: 
"dmaib(at)me.com" <dmaib(at)me.com>
Date: 
Jan 25, 2016
      
      
      Dave Saylor wrote: "Which makes me wonder:  does anyone have an EFIS that presents
      VNE in terms of TAS?  My AF3400 does not, but it displays TAS below the IAS
      tape."
      
      
      I am not 100% sure, but I think my GRT Hxr allows me to set the VNE bug using IAS
      or TAS. I seem to remember that on the setup. I will check it out when I go
      to the airport tomorrow.
      
      --------
      David Maib
      RV-10 #40559
      New Smyrna Beach, FL
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=452279#452279
      
      
________________________________________________________________________________
Subject: 
Re: Numbers
From: 
Kelly McMullen <kellym(at)aviating.com>
Date: 
Jan 25, 2016
      
      
      Dynon Skyview allows setting Vne as KTAS
      
      On 1/25/2016 9:23 PM, dmaib(at)me.com wrote:
      >
      > Dave Saylor wrote: "Which makes me wonder:  does anyone have an EFIS that presents
      VNE in terms of TAS?  My AF3400 does not, but it displays TAS below the
      IAS tape."
      >
      >
      > I am not 100% sure, but I think my GRT Hxr allows me to set the VNE bug using
      IAS or TAS. I seem to remember that on the setup. I will check it out when I
      go to the airport tomorrow.
      >
      > --------
      > David Maib
      > RV-10 #40559
      > New Smyrna Beach, FL
      >
      >
      > Read this topic online here:
      >
      > http://forums.matronics.com/viewtopic.php?p=452279#452279
      >
      >
      
      
________________________________________________________________________________
From: 
David Saylor <saylor.dave(at)gmail.com>
Date: 
Jan 25, 2016
Subject: 
Re: Numbers
      
      Les,
      
      I may make up a placard some day (I have one for a few VAs at various
      weights) but for now I'll try to remember to keep it under 200KTAS.
      
      Thanks for the reminder,
      
      --Dave
      
      On Mon, Jan 25, 2016 at 8:22 PM, Les Kearney  wrote:
      
      > Hi Dave
      >
      >
      > What I did was calculate at Vne kn KIAS and used that on my AFS 4500
      > screens. Not perfect but it seems to work for me.
      >
      >
      > Cheers
      >
      >
      > Les
      >
      >
      > *From:* owner-rv10-list-server(at)matronics.com [mailto:
      > owner-rv10-list-server(at)matronics.com] *On Behalf Of *David Saylor
      > *Sent:* Monday, January 25, 2016 8:45 PM
      > *To:* rv10-list(at)matronics.com
      > *Subject:* Re: RV10-List: Re: Numbers
      >
      >
      > OK, I really did add an asterisk to the AOM.  The checklist (Appendix 1 to
      > the AOM) will probably be inaccurate for a while.  See attached.
      >
      >
      > Which makes me wonder:  does anyone have an EFIS that presents VNE in
      > terms of TAS?  My AF3400 does not, but it displays TAS below the IAS tape.
      >
      >
      > --Dave
      >
      >
      > On Mon, Jan 25, 2016 at 5:25 PM, David Saylor 
      > wrote:
      >
      > Les,
      >
      >
      > I'll add an asterisk:
      >
      >
      > *Standard day, Sea Level  ;-)
      >
      >
      > On Mon, Jan 25, 2016 at 7:06 AM, kearney  wrote:
      >
      >
      > Hi Dave
      >
      > I was looking at your V speeds and noticed that the Vne is 200KIAS.  The
      > Vne for the -10 should be 200 KTAS according to Vans.
      >
      > Cheers
      >
      > Les
      >
      >
      > Read this topic online here:
      >
      > http://forums.matronics.com/viewtopic.php?p=452261#452261
      >
      >
      > ==========
      > br> fts!)
      > r> > w.buildersbooks.com" rel="noreferrer" target="_blank">
      > www.buildersbooks.com
      > rel="noreferrer" target="_blank">http://www.matronics.com/contribution
      >           -Matt Dralle, List Admin.
      > ==========
      > -List" rel="noreferrer" target="_blank">
      > http://www.matronics.com/Navigator?RV10-List
      > ==========
      > FORUMS -
      > eferrer" target="_blank">http://forums.matronics.com
      > ==========
      > b Site -
      >           -Matt Dralle, List Admin.
      > rel="noreferrer" target="_blank">http://www.matronics.com/contribution
      > ==========
      >
      >
      
________________________________________________________________________________
Subject: 
Re: Numbers
From: 
"dmaib(at)me.com" <dmaib(at)me.com>
Date: 
Jan 26, 2016
      
      
      Checked today and GRT Hxr allows display of TAS VNE as IAS. So, today at 3500 feet
      msl and about 12 degrees C, my VNE was shown as about 191 KIAS. I haven't
      had a chance to check that on the whiz wheel, but the number seemed reasonable.
      
      --------
      David Maib
      RV-10 #40559
      New Smyrna Beach, FL
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=452319#452319
      
      
________________________________________________________________________________
Subject: 
Re: Numbers
From: 
"Bob Turner" <bobturner(at)alum.rpi.edu>
Date: 
Jan 26, 2016
      
      
      I'm sure Vans' lawyers are telling him to never say anything, but I do wish the
      company was a little more forth-coming. Was the prototype dived to some speed?
      At what altitude (surely higher than sea level)? This whole business of specifying
      Vne as a TAS, when the FARs require specifying it (along with altitudes,
      if necessary) in IAS for normally certified aircraft, just bothers me.
      
      PS Dave, your ias/tas conversion looks about right to me.
      
      --------
      Bob Turner
      RV-10 QB
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=452329#452329
      
      
________________________________________________________________________________
Subject: 
Re: Numbers
From: 
Kelly McMullen <kellym(at)aviating.com>
Date: 
Jan 26, 2016
      
      
      Van's has a white paper on the subject on their website. Thy physics say 
      the design flutter speed is a function of TAS. They make the case that 
      extra horsepower via turbo or other engine mods risks being able to 
      exceed the number in level cruise at altitude around 12K and up.
      Type certified aircraft have to convert that to IAS with some empirical 
      evidence of margin of safety via dive testing. Doing the testing is 
      likely to be rather expensive by the time you instrument the airframe, 
      mount drag chutes, quick release doors and risk loss of the aircraft if 
      calculations are wrong. While loss of an aileron is relatively benign, 
      loss of elevator or rudder is considerably more serious.
      
      On 1/26/2016 6:18 PM, Bob Turner wrote:
      >
      > I'm sure Vans' lawyers are telling him to never say anything, but I do wish the
      company was a little more forth-coming. Was the prototype dived to some speed?
      At what altitude (surely higher than sea level)? This whole business of specifying
      Vne as a TAS, when the FARs require specifying it (along with altitudes,
      if necessary) in IAS for normally certified aircraft, just bothers me.
      >
      > PS Dave, your ias/tas conversion looks about right to me.
      >
      > --------
      > Bob Turner
      > RV-10 QB
      >
      >
      > Read this topic online here:
      >
      > http://forums.matronics.com/viewtopic.php?p=452329#452329
      >
      >
      
      
________________________________________________________________________________
Subject: 
Re: Numbers
From: 
"Bob Turner" <bobturner(at)alum.rpi.edu>
Date: 
Jan 26, 2016
      
      
      Kellym wrote:
      > Van's has a white paper on the subject on their website. Thy physics say 
      > the design flutter speed is a function of TAS. They make the case that 
      > extra horsepower via turbo or other engine mods risks being able to 
      > exceed the number in level cruise at altitude around 12K and up.
      > 
      > 
      [/quote]
      
      I've read the white paper. It contains a certain amount of nonsense. Flutter depends
      on TAS and air density. IAS depends on TAS and density. So between TAS,
      IAS, and density one can choose any two to express the equations. For example,
      with lift, we often choose IAS and density, because the density magically drops
      out of the equations. Does this mean lift doesn't depend on density? Of course
      not. It's included in just the right way in the definition of IAS. Now with
      flutter, there are many possible modes, and the relationship between density
      and TAS varies from one mode to the next. So it is not possible to define it
      away for all cases. You need, in general, two variables. It is not correct to
      say "flutter depends on (only) TAS".
      This business of higher than standard power is a red herring. Any standard -10,
      when light, can climb well into the flight levels. Nose it over to come down,
      and you can easily get as high a speed as desired. I would like to know, whether
      thru analysis or testing, where certain airspeeds (IAS or TAS) AND densities
      need to be observed as limiting.
      
      --------
      Bob Turner
      RV-10 QB
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=452335#452335
      
      
________________________________________________________________________________
Subject: 
Re: Numbers
From: 
Bill Watson <Mauledriver(at)nc.rr.com>
Date: 
Jan 27, 2016
      
      
      I thought there general requirement to specify Vne in IAS for certified 
      planes is because many planes did not have direct TAS instrumentation.
      
      I assume that any inaccuracies resulting from density effects are 
      reflected in conservative Vne figures.
      
      We all want the freedom to build the way we want them.  I'd be very 
      hesitant to publish such numbers given my lack of control over the product.
      
      Bill "just thinking out loud"
      
      On 1/26/2016 11:31 PM, Bob Turner wrote:
      > I've read the white paper. It contains a certain amount of nonsense. 
      > Flutter depends on TAS and air density. IAS depends on TAS and 
      > density. So between TAS, IAS, and density one can choose any two to 
      > express the equations. For example, with lift, we often choose IAS and 
      > density, because the density magically drops out of the equations. 
      > Does this mean lift doesn't depend on density? Of course not. It's 
      > included in just the right way in the definition of IAS. Now with 
      > flutter, there are many possible modes, and the relationship between 
      > density and TAS varies from one mode to the next. So it is not 
      > possible to define it away for all cases. You need, in general, two 
      > variables. It is not correct to say "flutter depends on (only) TAS". 
      > This business of higher than standard power is a red herring. Any 
      > standard -10, when light, can climb well into the flight levels. Nose 
      > it over to come down, and you can easily get as high a speed as 
      > desired. I would like to know, whether thru analysis or testing, where 
      > certain airspeeds (IAS or TAS) AND densities need to be observed as 
      > limiting. -------- Bob Turner RV-10 QB Read this topic online here: 
      > http://forums.matronics.com/viewtopic.php?p=452335#452335 
      > http://www.matronics.com/contribution 
      
      
      ---
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      https://www.avast.com/antivirus
      
      
________________________________________________________________________________
From: 
"Carlos Trigo" <trigo(at)mail.telepac.pt>
Subject: 
Choosing an EFIS system and brand
Date: 
Jan 27, 2016
      
      Guys
      
      
      I would like to hear your opinions about the EFIS systems and brands which
      are NOW in the market for an RV-10.
      
      Of course there are many factors, like quality, price, support, system
      integration, features and so on, in this or another order.
      
      
      About the system I mean number of displays, single or double AHRS,
      integrated radio and/or transponder, integrated GPS and ADS-B, integrated
      auto-pilot, etc.
      
      About brand, you know.
      
      
      But if you were to choose now which EFIS brand and system to put in your
      RV-10, what would you choose?
      
      (I know it depends on how much $ you can spend, but just wondering what is
      the current situation)
      
      
      Regards
      
      Carlos  
      
      
      ---
      Este e-mail foi verificado em termos de v=C3=ADrus pelo software antiv=C3
      =ADrus Avast.
      https://www.avast.com/antivirus
      
________________________________________________________________________________
Subject: 
Re: Choosing an EFIS system and brand
From: 
Linn Walters <flying-nut(at)cfl.rr.com>
Date: 
Jan 27, 2016
      
      Whoa!!!  I think you'd be better off asking about primer ...... ;-)
      I can only offer my choice and reasons for it.
      I went with MGL (http://mglavionics.co.za/) ..... probably too early in 
      my build, since there's been a lot of new models to choose from.
      There were two main selling points ..... the ability to customize my 
      screens (there are 9 of them) and the RDAC which mounts inside the 
      engine compartment and gathers all the engine sensor data so only three 
      #22 wires go through the firewall.
      
      I chose the Odyssey 10" panel because I'm old and don't see as well as I 
      used to.  GPS, autopilot, AOA, altitude encoder..... everything but 
      radios, transponder, compass and AHRS is integrated into that panel.  
      CAN bus, RS-232 and 'airtalk' communicate with external boxes.
      
      I chose to make the two panels 'independent' with their own compass and 
      AHRS which cost a little more than backup round gauges.  My panel is 
      removable as you see it here with harness plugs on the far right and 
      left using a combination of 'D' and Molex connectors.  I can power it up 
      on the bench and install new equipment if needed.
      
      They also have autopilot servos that will handle the stiff RV-10 elevator.
      
      The downside ......
      Rainier, the chief designer, is pretty much a 'one man shop' ..... there 
      are others working there .... so new products are 'his' designs, and 
      there may be a long wait for 'bugs' to be fixed .... especially in the 
      older product lines.
      
      If you have specific questions, I'll try to answer.
      
      Here's a pic of my panel ...... The only thing missing is the Trig 
      transponder which is below the left radio.  Lots of progress made since 
      this pic was taken.
      
      
      Good luck with your decision ..... it's a tough choice for all of us.  
      Make sure your panel meets the 'mission requirements'.
      Linn
      
      
      On 1/27/2016 8:22 AM, Carlos Trigo wrote:
      >
      > Guys
      >
      > I would like to hear your opinions about the EFIS systems and brands 
      > which are NOW in the market for an RV-10.
      >
      > Of course there are many factors, like quality, price, support, system 
      > integration, features and so on, in this or another order
      >
      > About the system I mean number of displays, single or double AHRS, 
      > integrated radio and/or transponder, integrated GPS and ADS-B, 
      > integrated auto-pilot, etc.
      >
      > About brand, you know
      >
      > But if you were to choose now which EFIS brand and system to put in 
      > your RV-10, what would you choose?
      >
      > (I know it depends on how much $ you can spend, but just wondering 
      > what is the current situation)
      >
      > Regards
      >
      > Carlos
      >
      >  
      > 	Este e-mail foi enviado a partir de um computador sem vrus protegido 
      > pela Avast.
      > www.avast.com 
      >  
      >
      >
      
      
________________________________________________________________________________
Subject: 
Re: Choosing an EFIS system and brand
From: 
Werner Schneider <glastar(at)gmx.net>
Date: 
Jan 27, 2016
      
      
      Carlos,
      
      I recommend you visit the Aero end of April and look at them.
      
      The big 4 in Experimental today are probably:
      
      Garmin G3X
      Advanced Flight Systems
      Dynon Skyview
      Grand Rapid Technologies
      
      Prices depends on screen size and features.
      
      Garmin and Dynon have their integrated COM/transponder and AP, AFS could 
      meanwhile probably have as well the Dynon parts integrated.
      AFS and GRT do integrate very well with TruTrak as AP.
      
      You need to take cost wise into account what the database will cost you 
      yearly (as for Europe this is extra cost).
      
      Find out what you want to achieve, what is your mission, what is your 
      budget, what is a must feature wise, what is nice to have, put it in a 
      spreadsheet compare prices (do not forget the extras) then goto the aero
      ask questions and play with the interface to see which one you're 
      comfortable most.
      
      my 2 cents :)
      
      On 27.01.2016 14:22, Carlos Trigo wrote:
      > Guys
      >
      > I would like to hear your opinions about the EFIS systems and brands
      > which are NOW in the market for an RV-10.
      >
      
      
________________________________________________________________________________
Subject: 
Re: Choosing an EFIS system and brand
From: 
Kelly McMullen <kellym(at)aviating.com>
Date: 
Jan 27, 2016
      
      
      You will find most of us favoring whatever brand we selected. I tend to 
      think of MGL as a minor player, not what I would want for major support.
      I dislike Garmin for many reasons, but others love them.
      My three favorites that I debated over were Dynon, AFS and GRT. For what 
      I wanted at the time autopilot was 4-5K extra for AFS and GRT because 
      you needed a separate 3rd party unit. I think they have since integrated 
      something into their software.
      Acquisition cost and features will be one factor. Database cost and 
      repairs cost will be the other main players. I frankly don't know how 
      Garmin handles that with the G3X system. I would hope it would be better 
      than with their other product lines like portables and certified panel 
      mounts, where you pay a big flat rate fee regardless of what you need 
      fixed.
      I have been very happy with Dynon's upgrades, largely to meet customer 
      requests. Their "free" database updates and pay for IFR charts approach 
      works for me, but I'm sure there are other reasonable alternatives.
      You need to spend time at an airshow where vendors are displaying, and 
      ask more about costs and support, and less about features. They all have 
      most features you want, but ease of use and figuring them out takes time 
      to assess, and several subsequent visits to learn what you missed the 
      first time. If you are outside the US, costs, data update sources and 
      costs will all matter.
      
      On 1/27/2016 6:22 AM, Carlos Trigo wrote:
      > Guys
      >
      > I would like to hear your opinions about the EFIS systems and brands
      > which are NOW in the market for an RV-10.
      >
      > Of course there are many factors, like quality, price, support, system
      > integration, features and so on, in this or another order
      >
      > About the system I mean number of displays, single or double AHRS,
      > integrated radio and/or transponder, integrated GPS and ADS-B,
      > integrated auto-pilot, etc.
      >
      > About brand, you know
      >
      > But if you were to choose now which EFIS brand and system to put in your
      > RV-10, what would you choose?
      >
      > (I know it depends on how much $ you can spend, but just wondering what
      > is the current situation)
      >
      > Regards
      >
      > Carlos
      >
      > 
      > 	Este e-mail foi enviado a partir de um computador sem vrus protegido
      > pela Avast.
      > www.avast.com
      > 
      >
      >
      
      
________________________________________________________________________________
Subject: 
Re: Numbers
From: 
Kelly McMullen <kellym(at)aviating.com>
Date: 
Jan 27, 2016
      
      
      Seems like a few facts are muddled in this discussion.
      1. True airspeed is a direct function of density altitude, there is no 
      independent variable.
      2. Flutter is a direct function of TAS, as the speed of air over the 
      control surface induces a certain harmonic frequency.
      3. Most aircraft can exceed Vne or design flutter speed in a dive. Some 
      turbo charged aircraft and higher power normally aspirated aircraft can 
      exceed Vne in level flight. That is what Vans was concerned about.
      4. Virtually all turbine aircraft have a "barber pole" speed that is 
      their limit for given density altitude. Above certain altitude it 
      becomes a mach number. Same exact concept, just at higher speeds. The do 
      not exceed speed varies substantially as they go higher.
      There are ways to increase the design flutter speed by upgrading control 
      surfaces. I don't know much about that beyond weight and stiffness of 
      the surface, along with counter balancing are factors.
      
      On 1/27/2016 6:15 AM, Bill Watson wrote:
      >
      > I thought there general requirement to specify Vne in IAS for certified
      > planes is because many planes did not have direct TAS instrumentation.
      >
      > I assume that any inaccuracies resulting from density effects are
      > reflected in conservative Vne figures.
      >
      > We all want the freedom to build the way we want them.  I'd be very
      > hesitant to publish such numbers given my lack of control over the product.
      >
      > Bill "just thinking out loud"
      >
      > On 1/26/2016 11:31 PM, Bob Turner wrote:
      >> I've read the white paper. It contains a certain amount of nonsense.
      >> Flutter depends on TAS and air density. IAS depends on TAS and
      >> density. So between TAS, IAS, and density one can choose any two to
      >> express the equations. For example, with lift, we often choose IAS and
      >> density, because the density magically drops out of the equations.
      >> Does this mean lift doesn't depend on density? Of course not. It's
      >> included in just the right way in the definition of IAS. Now with
      >> flutter, there are many possible modes, and the relationship between
      >> density and TAS varies from one mode to the next. So it is not
      >> possible to define it away for all cases. You need, in general, two
      >> variables. It is not correct to say "flutter depends on (only) TAS".
      >> This business of higher than standard power is a red herring. Any
      >> standard -10, when light, can climb well into the flight levels. Nose
      >> it over to come down, and you can easily get as high a speed as
      >> desired. I would like to know, whether thru analysis or testing, where
      >> certain airspeeds (IAS or TAS) AND densities need to be observed as
      >> limiting. -------- Bob Turner RV-10 QB Read this topic online here:
      >> http://forums.matronics.com/viewtopic.php?p=452335#452335
      >> http://www.matronics.com/contribution
      >
      
      
________________________________________________________________________________
From: 
"Stein Bruch" <stein(at)steinair.com>
Subject: 
Choosing an EFIS system and brand
Date: 
Jan 27, 2016
      
      Oh Carlos =93 what a great question to which there is literally no 
      single answer!  If you get a chance and can give me a shout, we can chat 
      and figure out some of the things that are specific to you 
      that=99ll make the decision easier.things like flight 
      mission, experience, budget, timeline, so on and so forth.
      
      
      What much of it comes down to anymore is =9Cred car or blue 
      car=9D or =9CToyota vs. Honda=9D.  What you=99ll 
      get is most people think their child is the prettiest, and most people 
      will vehemently defend their choice (good or bad), which is a good thing 
      but not entirely helpful for neophytes.
      
      
      What I will tell you from the perspective of selling more of these than 
      pretty much anyone else is that 99% of EFIS sales in the RV-10 are 
      focused on Dynon and Garmin.  Both are practically the same price, offer 
      very similar functionality, a similar sizes.  Other options are still 
      available, but the reality is that Dynon and Garmin have solidified the 
      horse race as two excellent choices.  The others aren=99t 
      necessarily bad =93 we=99re just talking different levels of 
      good here, but both Dynon and Garmin obviously are putting a whole lot 
      of energy behind continued development, support and functionality 
      growth.
      
      
      Just my 2 cents as usual!
      
      
      Cheers,
      
      Stein
      
      
      From: owner-rv10-list-server(at)matronics.com 
      [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Carlos Trigo
      Sent: Wednesday, January 27, 2016 7:23 AM
      Subject: RV10-List: Choosing an EFIS system and brand
      
      
      Guys
      
      
      I would like to hear your opinions about the EFIS systems and brands 
      which are NOW in the market for an RV-10.
      
      Of course there are many factors, like quality, price, support, system 
      integration, features and so on, in this or another order
      
      
      About the system I mean number of displays, single or double AHRS, 
      integrated radio and/or transponder, integrated GPS and ADS-B, 
      integrated auto-pilot, etc.
      
      About brand, you know
      
      
      But if you were to choose now which EFIS brand and system to put in your 
      RV-10, what would you choose?
      
      (I know it depends on how much $ you can spend, but just wondering what 
      is the current situation)
      
      
      Regards
      
      Carlos  
      
      
       
      
      Este e-mail foi enviado a partir de um computador sem v=C3=ADrus 
      protegido pela Avast. 
      
       www.avast.com 
      
      
________________________________________________________________________________
Subject: 
Re: Numbers
From: 
Werner Schneider <glastar(at)gmx.net>
Date: 
Jan 27, 2016
      
      
      Bob,
      
      you always could convert the TAS to a IAS/Altitude table if you want, 
      the beauty of having it in TAS (and maybe your EFIS can display this as 
      well), is that
      wherever you fly your limit will be correct.
      
      I myself prefer it that way instead of looking at a table buried on the 
      lower left panel like in a Cirrus.
      
      my 2 cents Werner
      
      On 27.01.2016 02:18, Bob Turner wrote:
      >
      > I'm sure Vans' lawyers are telling him to never say anything, but I do wish the
      company was a little more forth-coming. Was the prototype dived to some speed?
      At what altitude (surely higher than sea level)? This whole business of specifying
      Vne as a TAS, when the FARs require specifying it (along with altitudes,
      if necessary) in IAS for normally certified aircraft, just bothers me.
      
      
________________________________________________________________________________
From: 
"Rene" <rene(at)felker.com>
Subject: 
Choosing an EFIS system and brand
Date: 
Jan 27, 2016
      
      I agree with others..all answers are tainted by what we have 
      already chosen. Stein built my panel many years ago and I went with 
      GRT..
      
      
      I love the GRT and have upgraded my screens since I first flew back in 
      2008.
      
      
      One of my design goals was to distribute the 
      =9Dprocessing=9D to avoid single point hardware and SOFTWARE 
      failures.  So as much as the one box does everything approach looks like 
      the best solution, I would still worry about a single point 
      failure..what do you have left.
      
      
      So my system is currently
      
      
      2 screen GRT system (6.5 in HX)
      
      1 GRT sport
      
      Garmin 430w
      
      Trutrak Autopilot
      
      
      The auto pilot can be commanded from the Garmin, 2 screen GRT, or Sport. 
       The sport has its own GPS and ADHRS.true fully mission capable 
      backup.
      
      
      The trutrak autopilot is great.
      
      
      Just my opinion with no real experience with other systems.
      
      
      I think it is a GREAT idea to call Stein and work through your 
      requirements.  Over the years he has helped me greatly. Just to put in a 
      plug.he also sells bits and pieces you will need via 
      his web site.  (steinair.com)
      
      
      Rene'
      
      801-721-6080
      
      
      From: owner-rv10-list-server(at)matronics.com 
      [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Stein Bruch
      Sent: Wednesday, January 27, 2016 8:30 AM
      Subject: RE: RV10-List: Choosing an EFIS system and brand
      
      
      Oh Carlos =93 what a great question to which there is literally no 
      single answer!  If you get a chance and can give me a shout, we can chat 
      and figure out some of the things that are specific to you 
      that=99ll make the decision easier.things like flight 
      mission, experience, budget, timeline, so on and so forth.
      
      
      What much of it comes down to anymore is =9Cred car or blue 
      car=9D or =9CToyota vs. Honda=9D.  What you=99ll 
      get is most people think their child is the prettiest, and most people 
      will vehemently defend their choice (good or bad), which is a good thing 
      but not entirely helpful for neophytes.
      
      
      What I will tell you from the perspective of selling more of these than 
      pretty much anyone else is that 99% of EFIS sales in the RV-10 are 
      focused on Dynon and Garmin.  Both are practically the same price, offer 
      very similar functionality, a similar sizes.  Other options are still 
      available, but the reality is that Dynon and Garmin have solidified the 
      horse race as two excellent choices.  The others aren=99t 
      necessarily bad =93 we=99re just talking different levels of 
      good here, but both Dynon and Garmin obviously are putting a whole lot 
      of energy behind continued development, support and functionality 
      growth.
      
      
      Just my 2 cents as usual!
      
      
      Cheers,
      
      Stein
      
      
      From: owner-rv10-list-server(at)matronics.com 
      [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Carlos Trigo
      Sent: Wednesday, January 27, 2016 7:23 AM
      Subject: RV10-List: Choosing an EFIS system and brand
      
      
      Guys
      
      
      I would like to hear your opinions about the EFIS systems and brands 
      which are NOW in the market for an RV-10.
      
      Of course there are many factors, like quality, price, support, system 
      integration, features and so on, in this or another order
      
      
      About the system I mean number of displays, single or double AHRS, 
      integrated radio and/or transponder, integrated GPS and ADS-B, 
      integrated auto-pilot, etc.
      
      About brand, you know
      
      
      But if you were to choose now which EFIS brand and system to put in your 
      RV-10, what would you choose?
      
      (I know it depends on how much $ you can spend, but just wondering what 
      is the current situation)
      
      
      Regards
      
      Carlos  
      
      
       
      https://ipmcdn.avast.com/images/logo-avast-v1.png
      
      Este e-mail foi enviado a partir de um computador sem v=C3=ADrus 
      protegido pela Avast. 
      
       www.avast.com 
      
      
________________________________________________________________________________
From: 
"Carl Froehlich" <carl.froehlich(at)verizon.net>
Subject: 
Choosing an EFIS system and brand
Date: 
Jan 27, 2016
      
      
      Carlos,
      
      All good comments.  Some additional thoughts:
      
      The three major players are Dynon, Garmin (the experimental side only!), and Grand
      Rapids.  These are the companies that have established solid foundations for
      their business so you have some confidence they will be around for the long
      run.  I did not list Advanced as they are now owned by Dynon.  Even though Dynon
      sells and supports the Advanced line I don't see how they can support two
      such similar products for such a small market.  In other words I expect the Advance
      line to be phased out at some point.
      
      For system elements, this is 100% dependent on your mission.  If you are flying
      IFR then you should have:
      - Two 10" displays with integrated traffic and weather displays (ADS-B in and TIS)
      - Two ADHARS modules (and a system that automatically compares the modules to detect
      faults)
      - Mode S transponder with ADS-B out capability
      - Two axis autopilot
      
      A lot of problems are solved if you go with one vendor for everything.
      
      >From this you can do the apples to bananas comparisons.  Do three full system
      cost calculations then decide which provides you the best capability/cost value.
      Do not ignore the total cost of ownership (Garmin flat rate charges, Garmin
      database subscriptions compared to Dynon's free for life, etc).
      
      Let us know what decision you make and why - this is the fastest moving element
      of the experimental market and new views are always worth the time to review.
      
      Carl
      Full Dynon SkyView install (dual 10" displays, transponder, radio, ADS-B in/out,
      Autopilot) 
      
      
      -----Original Message-----
      From: owner-rv10-list-server(at)matronics.com [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Kelly McMullen
      Sent: Wednesday, January 27, 2016 9:42 AM
      Subject: Re: RV10-List: Choosing an EFIS system and brand
      
      
      You will find most of us favoring whatever brand we selected. I tend to think of
      MGL as a minor player, not what I would want for major support.
      I dislike Garmin for many reasons, but others love them.
      My three favorites that I debated over were Dynon, AFS and GRT. For what I wanted
      at the time autopilot was 4-5K extra for AFS and GRT because you needed a separate
      3rd party unit. I think they have since integrated something into their
      software.
      Acquisition cost and features will be one factor. Database cost and repairs cost
      will be the other main players. I frankly don't know how Garmin handles that
      with the G3X system. I would hope it would be better than with their other product
      lines like portables and certified panel mounts, where you pay a big flat
      rate fee regardless of what you need fixed.
      I have been very happy with Dynon's upgrades, largely to meet customer requests.
      Their "free" database updates and pay for IFR charts approach works for me,
      but I'm sure there are other reasonable alternatives.
      You need to spend time at an airshow where vendors are displaying, and ask more
      about costs and support, and less about features. They all have most features
      you want, but ease of use and figuring them out takes time to assess, and several
      subsequent visits to learn what you missed the first time. If you are outside
      the US, costs, data update sources and costs will all matter.
      
      On 1/27/2016 6:22 AM, Carlos Trigo wrote:
      > Guys
      >
      > I would like to hear your opinions about the EFIS systems and brands 
      > which are NOW in the market for an RV-10.
      >
      > Of course there are many factors, like quality, price, support, system 
      > integration, features and so on, in this or another order
      >
      > About the system I mean number of displays, single or double AHRS, 
      > integrated radio and/or transponder, integrated GPS and ADS-B, 
      > integrated auto-pilot, etc.
      >
      > About brand, you know
      >
      > But if you were to choose now which EFIS brand and system to put in 
      > your RV-10, what would you choose?
      >
      > (I know it depends on how much $ you can spend, but just wondering 
      > what is the current situation)
      >
      > Regards
      >
      > Carlos
      >
      > 
      > 	Este e-mail foi enviado a partir de um computador sem vrus protegido 
      > pela Avast.
      > www.avast.com
      >  campaign=sig-email&utm_content=emailclient>
      >
      >
      
      
________________________________________________________________________________
Subject: 
Re: Choosing an EFIS system and brand
From: 
Tim Olson <Tim(at)MyRV10.com>
Date: 
Jan 27, 2016
      
      
      Definitely just call Stein and work through the decision process with
      him.  Also, actually BUY your system from him.  As some people
      are finding out with the RV-14, he's got the right in's for
      backend support and can accomplish things other vendors can't.
      So when you need something later, you'll have him as a resource.
      But it's a two way street...be nice to your vendor and they
      will bend over backwards for you.  He's been the best vendor
      that came through for many many customers left hanging
      in the past.
      Tim
      
      
      On 1/27/2016 10:02 AM, Rene wrote:
      > I agree with others..all answers are tainted by what we have already
      > chosen. Stein built my panel many years ago and I went with GRT..
      >
      > I love the GRT and have upgraded my screens since I first flew back in 2008.
      >
      > One of my design goals was to distribute the processing to avoid
      > single point hardware and SOFTWARE failures.  So as much as the one box
      > does everything approach looks like the best solution, I would still
      > worry about a single point failure..what do you have left.
      >
      > So my system is currently
      >
      > 2 screen GRT system (6.5 in HX)
      >
      > 1 GRT sport
      >
      > Garmin 430w
      >
      > Trutrak Autopilot
      >
      > The auto pilot can be commanded from the Garmin, 2 screen GRT, or
      > Sport.  The sport has its own GPS and ADHRS.true fully mission capable
      > backup.
      >
      > The trutrak autopilot is great.
      >
      > Just my opinion with no real experience with other systems.
      >
      > I think it is a GREAT idea to call Stein and work through your
      > requirements.  Over the years he has helped me greatly. Just to put in a
      > plug.he also sells bits and pieces you will need via his web site.
      > (steinair.com)
      >
      > Rene'
      >
      > 801-721-6080
      >
      
      
________________________________________________________________________________
Subject: 
Re: Choosing an EFIS system and brand
From: 
"Bob Turner" <bobturner(at)alum.rpi.edu>
Date: 
Jan 27, 2016
      
      
      I'm with Rene on this one - without really knowing what the software is doing,
      I fear a single failure freezing everything. So I have a pair of GRTs; a Dynon
      D6 backup which is not connected to anything else; Trio Pro autopilot which can
      stand alone or run thru the GRTs; Garmin 420W and SL-30 so nav functions are
      not all in one box. It does all integrate well thru the GRT system but can stand
      alone if need be. Just my two cents.
      
      --------
      Bob Turner
      RV-10 QB
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=452362#452362
      
      
________________________________________________________________________________
From: 
Phillip Perry <philperry9(at)gmail.com>
Subject: 
Flap/Fuse Interference
Date: 
Jan 27, 2016
      
      
      I'm in the process of rigging the ailerons, etc.  In the process of setting the
      ailerons, you have to set the flap first. 
      
      In the process of setting the flap, I noticed that I have interference between
      the inboard section of the flap and the fuselage side skin.  (Photo attached)
      
      Obviously I'm going to have to file down the edge of the flap to be able to get
      the full range of motion without interference.  
      
      However, my question is 'how much'?  
      
      When the flaps are fully retracted. (Inboard nose of the flap solidly against the
      rear spar doubler, how much of a gap do you have exposed to the naked eye?
       
      
      Thanks,
      Phil
      
      Sent from my iPhone
      
      
________________________________________________________________________________
From: 
Phillip Perry <philperry9(at)gmail.com>
Subject: 
Re: Flap/Fuse Interference
Date: 
Jan 27, 2016
      
      With attachment this time...
      
      
      Sent from my iPhone
      
      > On Jan 27, 2016, at 1:26 PM, Phillip Perry  wrote:
      > 
      > I'm in the process of rigging the ailerons, etc.  In the process of settin
      g the ailerons, you have to set the flap first. 
      > 
      > In the process of setting the flap, I noticed that I have interference bet
      ween the inboard section of the flap and the fuselage side skin.  (Photo att
      ached)
      > 
      > Obviously I'm going to have to file down the edge of the flap to be able t
      o get the full range of motion without interference.  
      > 
      > However, my question is 'how much'?  
      > 
      > When the flaps are fully retracted. (Inboard nose of the flap solidly agai
      nst the rear spar doubler, how much of a gap do you have exposed to the nake
      d eye?   
      > 
      > Thanks,
      > Phil
      > 
      > Sent from my iPhone
      
________________________________________________________________________________
From: 
"Carl Froehlich" <carl.froehlich(at)verizon.net>
Subject: 
Flap/Fuse Interference
Date: 
Jan 27, 2016
      
      
      Yep - file as needed.  You don't need much clearance, say 1/16" or so.  That
      way it will still clear after paint.
      
      Carl
      
      -----Original Message-----
      From: owner-rv10-list-server(at)matronics.com
      [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Phillip Perry
      Sent: Wednesday, January 27, 2016 2:27 PM
      Subject: RV10-List: Flap/Fuse Interference
      
      
      I'm in the process of rigging the ailerons, etc.  In the process of setting
      the ailerons, you have to set the flap first. 
      
      In the process of setting the flap, I noticed that I have interference
      between the inboard section of the flap and the fuselage side skin.  (Photo
      attached)
      
      Obviously I'm going to have to file down the edge of the flap to be able to
      get the full range of motion without interference.  
      
      However, my question is 'how much'?  
      
      When the flaps are fully retracted. (Inboard nose of the flap solidly
      against the rear spar doubler, how much of a gap do you have exposed to the
      naked eye?   
      
      Thanks,
      Phil
      
      Sent from my iPhone
      
      
________________________________________________________________________________
Subject: 
Re: Flap/Fuse Interference
From: 
Gary Specketer <speckter(at)comcast.net>
Date: 
Jan 27, 2016
      
      
      It doesn't need to be much. Just enough to allow you to paint and still have clearance.
      I would leave 3/16 before paint. 
      
      Gary SPECKETER
      
      > On Jan 27, 2016, at 2:26 PM, Phillip Perry  wrote:
      > 
      > 
      > I'm in the process of rigging the ailerons, etc.  In the process of setting the
      ailerons, you have to set the flap first. 
      > 
      > In the process of setting the flap, I noticed that I have interference between
      the inboard section of the flap and the fuselage side skin.  (Photo attached)
      > 
      > Obviously I'm going to have to file down the edge of the flap to be able to get
      the full range of motion without interference.  
      > 
      > However, my question is 'how much'?  
      > 
      > When the flaps are fully retracted. (Inboard nose of the flap solidly against
      the rear spar doubler, how much of a gap do you have exposed to the naked eye?
       
      > 
      > Thanks,
      > Phil
      > 
      > Sent from my iPhone
      > 
      > 
      > 
      > 
      
      
________________________________________________________________________________
From: 
"RV10(at)TEXASRV10.COM" <rv10(at)texasrv10.com>
Subject: 
Re: Flap/Fuse Interference
Date: 
Jan 27, 2016
      
      
      File away.... 
      
      Gaylon Koenning
      
      
      > On Jan 27, 2016, at 13:29, Phillip Perry  wrote:
      > 
      > With attachment this time...
      > 
      > 
      > 
      > 
      > Sent from my iPhone
      > 
      >> On Jan 27, 2016, at 1:26 PM, Phillip Perry  wrote:
      >> 
      >> I'm in the process of rigging the ailerons, etc.  In the process of setting
      the ailerons, you have to set the flap first. 
      >> 
      >> In the process of setting the flap, I noticed that I have interference between
      the inboard section of the flap and the fuselage side skin.  (Photo attached)
      >> 
      >> Obviously I'm going to have to file down the edge of the flap to be able to
      get the full range of motion without interference.  
      >> 
      >> However, my question is 'how much'?  
      >> 
      >> When the flaps are fully retracted. (Inboard nose of the flap solidly against
      the rear spar doubler, how much of a gap do you have exposed to the naked eye?
       
      >> 
      >> Thanks,
      >> Phil
      >> 
      >> Sent from my iPhone
      
      
________________________________________________________________________________
From: 
"Carl Froehlich" <carl.froehlich(at)verizon.net>
Subject: 
Choosing an EFIS system and brand
Date: 
Jan 27, 2016
      
      
      While Stein is a superb vendor, you pay a premium for the service.
      
      I'm troubled that Van's does not even provide the aluminum panel blanks in the
      RV-14 kits.  They say to "just call Stein, he will make your panel".  While not
      for everyone, doing your own panel provides a lot of insight into how the stuff
      all works.  For the new EFIS systems like Dynon the simplicity of a network
      centric architecture makes life a lot easier than the legacy analog days.  Add
      to that the high probability that you will want to change something after a
      year or two and you have more incentive to do the panel yourself.
      
      Then again, some people just don't like wires....
      
      Carl
      
      -----Original Message-----
      From: owner-rv10-list-server(at)matronics.com [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Tim Olson
      Sent: Wednesday, January 27, 2016 11:35 AM
      Subject: Re: RV10-List: Choosing an EFIS system and brand
      
      
      Definitely just call Stein and work through the decision process with him.  Also,
      actually BUY your system from him.  As some people are finding out with the
      RV-14, he's got the right in's for backend support and can accomplish things
      other vendors can't.
      So when you need something later, you'll have him as a resource.
      But it's a two way street...be nice to your vendor and they will bend over backwards
      for you.  He's been the best vendor that came through for many many customers
      left hanging in the past.
      Tim
      
      
      On 1/27/2016 10:02 AM, Rene wrote:
      > I agree with others..all answers are tainted by what we have already 
      > chosen. Stein built my panel many years ago and I went with GRT..
      >
      > I love the GRT and have upgraded my screens since I first flew back in 2008.
      >
      > One of my design goals was to distribute the processing to avoid 
      > single point hardware and SOFTWARE failures.  So as much as the one 
      > box does everything approach looks like the best solution, I would 
      > still worry about a single point failure..what do you have left.
      >
      > So my system is currently
      >
      > 2 screen GRT system (6.5 in HX)
      >
      > 1 GRT sport
      >
      > Garmin 430w
      >
      > Trutrak Autopilot
      >
      > The auto pilot can be commanded from the Garmin, 2 screen GRT, or 
      > Sport.  The sport has its own GPS and ADHRS.true fully mission 
      > capable backup.
      >
      > The trutrak autopilot is great.
      >
      > Just my opinion with no real experience with other systems.
      >
      > I think it is a GREAT idea to call Stein and work through your 
      > requirements.  Over the years he has helped me greatly. Just to put in 
      > a plug.he also sells bits and pieces you will need via his web site.
      > (steinair.com)
      >
      > Rene'
      >
      > 801-721-6080
      >
      
      
________________________________________________________________________________
Subject: 
Re: Choosing an EFIS system and brand
From: 
Linn Walters <flying-nut(at)cfl.rr.com>
Date: 
Jan 27, 2016
      
      
      Good comments Carl.
      I wired my whole plane ... because I can.  And I have the proper tools. 
      The crimpers can be pricey but cheap crimpers will bite you down the road.
      
      I bought most of my connectors and wire from Stein because it was 
      convenient and he had the proper aviation stuff.  Saved me time looking 
      for stuff a few $$ cheaper on the 'net.  As Carl said .... if you wire 
      your own you will be able to save a lot of head-scratching when 
      something gives you problems.  Make a schematic of your work.  I used 
      Express PCB ... there are two parts, the schematic and the PC board 
      layout which you don't need.  http://www.expresspcb.com/expresssch .... 
      and scroll down to the zip file download.
      Linn
      
      On 1/27/2016 5:25 PM, Carl Froehlich wrote:
      >
      > While Stein is a superb vendor, you pay a premium for the service.
      >
      > I'm troubled that Van's does not even provide the aluminum panel blanks in the
      RV-14 kits.  They say to "just call Stein, he will make your panel".  While
      not for everyone, doing your own panel provides a lot of insight into how the
      stuff all works.  For the new EFIS systems like Dynon the simplicity of a network
      centric architecture makes life a lot easier than the legacy analog days.
      Add to that the high probability that you will want to change something after
      a year or two and you have more incentive to do the panel yourself.
      >
      > Then again, some people just don't like wires....
      >
      > Carl
      >
      > -----Original Message-----
      > From: owner-rv10-list-server(at)matronics.com [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Tim Olson
      > Sent: Wednesday, January 27, 2016 11:35 AM
      > To: rv10-list(at)matronics.com
      > Subject: Re: RV10-List: Choosing an EFIS system and brand
      >
      >
      > Definitely just call Stein and work through the decision process with him.  Also,
      actually BUY your system from him.  As some people are finding out with the
      RV-14, he's got the right in's for backend support and can accomplish things
      other vendors can't.
      > So when you need something later, you'll have him as a resource.
      > But it's a two way street...be nice to your vendor and they will bend over backwards
      for you.  He's been the best vendor that came through for many many customers
      left hanging in the past.
      > Tim
      >
      >
      > On 1/27/2016 10:02 AM, Rene wrote:
      >> I agree with others..all answers are tainted by what we have already
      >> chosen. Stein built my panel many years ago and I went with GRT..
      >>
      >> I love the GRT and have upgraded my screens since I first flew back in 2008.
      >>
      >> One of my design goals was to distribute the processing to avoid
      >> single point hardware and SOFTWARE failures.  So as much as the one
      >> box does everything approach looks like the best solution, I would
      >> still worry about a single point failure..what do you have left.
      >>
      >> So my system is currently
      >>
      >> 2 screen GRT system (6.5 in HX)
      >>
      >> 1 GRT sport
      >>
      >> Garmin 430w
      >>
      >> Trutrak Autopilot
      >>
      >> The auto pilot can be commanded from the Garmin, 2 screen GRT, or
      >> Sport.  The sport has its own GPS and ADHRS.true fully mission
      >> capable backup.
      >>
      >> The trutrak autopilot is great.
      >>
      >> Just my opinion with no real experience with other systems.
      >>
      >> I think it is a GREAT idea to call Stein and work through your
      >> requirements.  Over the years he has helped me greatly. Just to put in
      >> a plug.he also sells bits and pieces you will need via his web site.
      >> (steinair.com)
      >>
      >> Rene'
      >>
      >> 801-721-6080
      >>
      >
      >
      
      
________________________________________________________________________________
Date: 
Jan 27, 2016
Subject: 
Re: Flap/Fuse Interference
From: 
Rick Lark <larkrv10(at)gmail.com>
      
      Phil, I filed off more than an 1/8" from both flaps and am glad I did.
      Once the paint goes on your gap narrows.  I was also concerned with a
      little sideways movement of the flaps and their hinge supports too, so as I
      said, I had an 1/8" (before paint).
      
      Rick
      #40956
      Southampton, Ont
      RV10 completed but not test flying until April
      
      On Wed, Jan 27, 2016 at 1:26 PM, Phillip Perry  wrote:
      
      >
      > I'm in the process of rigging the ailerons, etc.  In the process of
      > setting the ailerons, you have to set the flap first.
      >
      > In the process of setting the flap, I noticed that I have interference
      > between the inboard section of the flap and the fuselage side skin.  (Photo
      > attached)
      >
      > Obviously I'm going to have to file down the edge of the flap to be able
      > to get the full range of motion without interference.
      >
      > However, my question is 'how much'?
      >
      > When the flaps are fully retracted. (Inboard nose of the flap solidly
      > against the rear spar doubler, how much of a gap do you have exposed to the
      > naked eye?
      >
      > Thanks,
      > Phil
      >
      > Sent from my iPhone
      >
      >
      
________________________________________________________________________________
From: 
Danny Riggs <jdriggs49(at)msn.com>
Subject: 
Re: Choosing an EFIS system and brand
Date: 
Jan 28, 2016
      
      
      I went with GRT HXrs the second time around. My hanger mate has AFS. He says that
      the GRT has better resolution (he is right on that account). Both of them are
      first rate. I bought all my stuff thru Steinair. It was cheaper than from the
      factory and they also do customer support par excellant!!
      
      Sent from my iPad
      
      > On Jan 27, 2016, at 11:09 AM, Carl Froehlich  wrote:
      > 
      > 
      > Carlos,
      > 
      > All good comments.  Some additional thoughts:
      > 
      > The three major players are Dynon, Garmin (the experimental side only!), and
      Grand Rapids.  These are the companies that have established solid foundations
      for their business so you have some confidence they will be around for the long
      run.  I did not list Advanced as they are now owned by Dynon.  Even though
      Dynon sells and supports the Advanced line I don't see how they can support two
      such similar products for such a small market.  In other words I expect the
      Advance line to be phased out at some point.
      > 
      > For system elements, this is 100% dependent on your mission.  If you are flying
      IFR then you should have:
      > - Two 10" displays with integrated traffic and weather displays (ADS-B in and
      TIS)
      > - Two ADHARS modules (and a system that automatically compares the modules to
      detect faults)
      > - Mode S transponder with ADS-B out capability
      > - Two axis autopilot
      > 
      > A lot of problems are solved if you go with one vendor for everything.
      > 
      >> From this you can do the apples to bananas comparisons.  Do three full system
      cost calculations then decide which provides you the best capability/cost value.
      Do not ignore the total cost of ownership (Garmin flat rate charges, Garmin
      database subscriptions compared to Dynon's free for life, etc).
      > 
      > Let us know what decision you make and why - this is the fastest moving element
      of the experimental market and new views are always worth the time to review.
      > 
      > Carl
      > Full Dynon SkyView install (dual 10" displays, transponder, radio, ADS-B in/out,
      Autopilot) 
      > 
      > 
      > -----Original Message-----
      > From: owner-rv10-list-server(at)matronics.com [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Kelly McMullen
      > Sent: Wednesday, January 27, 2016 9:42 AM
      > To: rv10-list(at)matronics.com
      > Subject: Re: RV10-List: Choosing an EFIS system and brand
      > 
      > 
      > You will find most of us favoring whatever brand we selected. I tend to think
      of MGL as a minor player, not what I would want for major support.
      > I dislike Garmin for many reasons, but others love them.
      > My three favorites that I debated over were Dynon, AFS and GRT. For what I wanted
      at the time autopilot was 4-5K extra for AFS and GRT because you needed a
      separate 3rd party unit. I think they have since integrated something into their
      software.
      > Acquisition cost and features will be one factor. Database cost and repairs cost
      will be the other main players. I frankly don't know how Garmin handles that
      with the G3X system. I would hope it would be better than with their other
      product lines like portables and certified panel mounts, where you pay a big flat
      rate fee regardless of what you need fixed.
      > I have been very happy with Dynon's upgrades, largely to meet customer requests.
      Their "free" database updates and pay for IFR charts approach works for me,
      but I'm sure there are other reasonable alternatives.
      > You need to spend time at an airshow where vendors are displaying, and ask more
      about costs and support, and less about features. They all have most features
      you want, but ease of use and figuring them out takes time to assess, and several
      subsequent visits to learn what you missed the first time. If you are outside
      the US, costs, data update sources and costs will all matter.
      > 
      >> On 1/27/2016 6:22 AM, Carlos Trigo wrote:
      >> Guys
      >> 
      >> I would like to hear your opinions about the EFIS systems and brands 
      >> which are NOW in the market for an RV-10.
      >> 
      >> Of course there are many factors, like quality, price, support, system 
      >> integration, features and so on, in this or another order
      >> 
      >> About the system I mean number of displays, single or double AHRS, 
      >> integrated radio and/or transponder, integrated GPS and ADS-B, 
      >> integrated auto-pilot, etc.
      >> 
      >> About brand, you know
      >> 
      >> But if you were to choose now which EFIS brand and system to put in 
      >> your RV-10, what would you choose?
      >> 
      >> (I know it depends on how much $ you can spend, but just wondering 
      >> what is the current situation)
      >> 
      >> Regards
      >> 
      >> Carlos
      >> 
      >> 
      >>    Este e-mail foi enviado a partir de um computador sem vrus protegido 
      >> pela Avast.
      >> www.avast.com
      >> > campaign=sig-email&utm_content=emailclient>
      > 
      > 
      > 
      > 
      > 
      > 
      > 
      > 
      > 
      
      
________________________________________________________________________________
Subject: 
Re: Choosing an EFIS system and brand
From: 
Bill Watson <Mauledriver(at)nc.rr.com>
Date: 
Jan 28, 2016
      
      
      Early on I worked with the excellent Mr. Stein but in the end I decided 
      to trade off the cost of a pro job for DIY fun and some surplus $$. 
      Understand that I'm a QB guy all the way but the only aspect of the 
      build that wasn't totally new to me was wiring though it turned out to 
      be just as much a learning curve as everything else.
      
      The thing that GREATLY eased the avionics wiring task was use of the 
      Approach Fast Stack Hub.  Instead of trying to integrate various 
      harnesses and pigtails into a solid installation, I was able to tell Tim 
      Haas at Fast Stack the products I was using and he was able to talk me 
      through how I wanted them connected (many options)  and then provided a 
      hub and a complete set of cables. The hub is a hardware-only device that 
      is cabled to each avionics unit.  It is customized so that each 
      connection is made inside of the hub.  The setup is also fully documented.
      
      I found that Tim knew much more about all the connectivity options than 
      I will ever know.  Later when a device was added or upgraded, he was 
      immediately able to send the correct cables at a reasonable cost and 
      installation was just a plug in operation.
      
      If your panel is a DIY, I suggest you consider this product.
      
      (3) GRT HX, G430w, SL30, GTX327, PMA9000EX, Trutrak, NavWorx ADS-B
      
      Bill "I think I bought enough Stein stuff to qualify as a customer" Watson
      
      On 1/27/2016 5:54 PM, Linn Walters wrote:
      >
      > Good comments Carl.
      > I wired my whole plane ... because I can.  And I have the proper 
      > tools. The crimpers can be pricey but cheap crimpers will bite you 
      > down the road.
      >
      > I bought most of my connectors and wire from Stein because it was 
      > convenient and he had the proper aviation stuff.  Saved me time 
      > looking for stuff a few $$ cheaper on the 'net.  As Carl said .... if 
      > you wire your own you will be able to save a lot of head-scratching 
      > when something gives you problems.  Make a schematic of your work.  I 
      > used Express PCB ... there are two parts, the schematic and the PC 
      > board layout which you don't need.  
      > http://www.expresspcb.com/expresssch .... and scroll down to the zip 
      > file download.
      > Linn
      >
      > On 1/27/2016 5:25 PM, Carl Froehlich wrote:
      >> 
      >>
      >> While Stein is a superb vendor, you pay a premium for the service.
      >>
      >> I'm troubled that Van's does not even provide the aluminum panel 
      >> blanks in the RV-14 kits.  They say to "just call Stein, he will make 
      >> your panel".  While not for everyone, doing your own panel provides a 
      >> lot of insight into how the stuff all works.  For the new EFIS 
      >> systems like Dynon the simplicity of a network centric architecture 
      >> makes life a lot easier than the legacy analog days.  Add to that the 
      >> high probability that you will want to change something after a year 
      >> or two and you have more incentive to do the panel yourself.
      >>
      >> Then again, some people just don't like wires....
      >>
      >> Carl
      >>
      >> -----Original Message-----
      >> From: owner-rv10-list-server(at)matronics.com 
      >> [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Tim Olson
      >> Sent: Wednesday, January 27, 2016 11:35 AM
      >> To: rv10-list(at)matronics.com
      >> Subject: Re: RV10-List: Choosing an EFIS system and brand
      >>
      >>
      >> Definitely just call Stein and work through the decision process with 
      >> him.  Also, actually BUY your system from him.  As some people are 
      >> finding out with the RV-14, he's got the right in's for backend 
      >> support and can accomplish things other vendors can't.
      >> So when you need something later, you'll have him as a resource.
      >> But it's a two way street...be nice to your vendor and they will bend 
      >> over backwards for you.  He's been the best vendor that came through 
      >> for many many customers left hanging in the past.
      >> Tim
      >>
      >>
      >>
      >>
      >> On 1/27/2016 10:02 AM, Rene wrote:
      >>> I agree with others..all answers are tainted by what we have already
      >>> chosen. Stein built my panel many years ago and I went with GRT..
      >>>
      >>> I love the GRT and have upgraded my screens since I first flew back 
      >>> in 2008.
      >>>
      >>> One of my design goals was to distribute the processing to avoid
      >>> single point hardware and SOFTWARE failures.  So as much as the one
      >>> box does everything approach looks like the best solution, I would
      >>> still worry about a single point failure..what do you have left.
      >>>
      >>> So my system is currently
      >>>
      >>> 2 screen GRT system (6.5 in HX)
      >>>
      >>> 1 GRT sport
      >>>
      >>> Garmin 430w
      >>>
      >>> Trutrak Autopilot
      >>>
      >>> The auto pilot can be commanded from the Garmin, 2 screen GRT, or
      >>> Sport.  The sport has its own GPS and ADHRS.true fully mission
      >>> capable backup.
      >>>
      >>> The trutrak autopilot is great.
      >>>
      >>> Just my opinion with no real experience with other systems.
      >>>
      >>> I think it is a GREAT idea to call Stein and work through your
      >>> requirements.  Over the years he has helped me greatly. Just to put in
      >>> a plug.he also sells bits and pieces you will need via his web site.
      >>> (steinair.com)
      >>>
      >>> Rene'
      >>>
      >>> 801-721-6080
      >>>
      >>
      >>
      >>
      >>
      >>
      >>
      >>
      >>
      >>
      >>
      >
      >
      
      
      ---
      This email has been checked for viruses by Avast antivirus software.
      https://www.avast.com/antivirus
      
      
________________________________________________________________________________
Subject: 
Re: Choosing an EFIS system and brand
From: 
Tim Olson <Tim(at)MyRV10.com>
Date: 
Jan 28, 2016
      
      
      Just to clarify, I meant to actually research and learn and
      explore with Stein, and then buy from Stein....but the "wired by
      SteinAir" is the big optional part. I wired my -10 and I wired
      my -14, and I'm glad for it.  But just understand that laying
      out a complete panel and picking out the equipment and
      getting all the *knowledge* does impose a "cost" on the vendor,
      so make it a 2 way street with Stein or whatever vendor you
      go with, and stick with that vendor through the whole process.
      It would not be fair to have someone invest many hours of time,
      for no return...all that does is increase cost for all customers.
      So pick your vendor, buy your gear from them, and they will
      be happy to share in helping make the install a success.
      Tim
      
      
      On 1/28/2016 11:15 AM, Bill Watson wrote:
      >
      > Early on I worked with the excellent Mr. Stein but in the end I decided
      > to trade off the cost of a pro job for DIY fun and some surplus $$.
      > Understand that I'm a QB guy all the way but the only aspect of the
      > build that wasn't totally new to me was wiring though it turned out to
      > be just as much a learning curve as everything else.
      >
      > The thing that GREATLY eased the avionics wiring task was use of the
      > Approach Fast Stack Hub.  Instead of trying to integrate various
      > harnesses and pigtails into a solid installation, I was able to tell Tim
      > Haas at Fast Stack the products I was using and he was able to talk me
      > through how I wanted them connected (many options)  and then provided a
      > hub and a complete set of cables. The hub is a hardware-only device that
      > is cabled to each avionics unit.  It is customized so that each
      > connection is made inside of the hub.  The setup is also fully documented.
      >
      > I found that Tim knew much more about all the connectivity options than
      > I will ever know.  Later when a device was added or upgraded, he was
      > immediately able to send the correct cables at a reasonable cost and
      > installation was just a plug in operation.
      >
      > If your panel is a DIY, I suggest you consider this product.
      >
      > (3) GRT HX, G430w, SL30, GTX327, PMA9000EX, Trutrak, NavWorx ADS-B
      >
      > Bill "I think I bought enough Stein stuff to qualify as a customer" Watson
      >
      > On 1/27/2016 5:54 PM, Linn Walters wrote:
      >>
      >> Good comments Carl.
      >> I wired my whole plane ... because I can.  And I have the proper
      >> tools. The crimpers can be pricey but cheap crimpers will bite you
      >> down the road.
      >>
      >> I bought most of my connectors and wire from Stein because it was
      >> convenient and he had the proper aviation stuff.  Saved me time
      >> looking for stuff a few $$ cheaper on the 'net.  As Carl said .... if
      >> you wire your own you will be able to save a lot of head-scratching
      >> when something gives you problems.  Make a schematic of your work.  I
      >> used Express PCB ... there are two parts, the schematic and the PC
      >> board layout which you don't need.
      >> http://www.expresspcb.com/expresssch .... and scroll down to the zip
      >> file download.
      >> Linn
      >>
      >> On 1/27/2016 5:25 PM, Carl Froehlich wrote:
      >>> 
      >>>
      >>> While Stein is a superb vendor, you pay a premium for the service.
      >>>
      >>> I'm troubled that Van's does not even provide the aluminum panel
      >>> blanks in the RV-14 kits.  They say to "just call Stein, he will make
      >>> your panel".  While not for everyone, doing your own panel provides a
      >>> lot of insight into how the stuff all works.  For the new EFIS
      >>> systems like Dynon the simplicity of a network centric architecture
      >>> makes life a lot easier than the legacy analog days.  Add to that the
      >>> high probability that you will want to change something after a year
      >>> or two and you have more incentive to do the panel yourself.
      >>>
      >>> Then again, some people just don't like wires....
      >>>
      >>> Carl
      >>>
      
      
________________________________________________________________________________
From: 
"Stein Bruch" <stein(at)steinair.com>
Subject: 
Choosing an EFIS system and brand
Date: 
Jan 28, 2016
      
      
      Indeed - as Carl mentioned below, some of our optional services are and could be
      considered a 'premium' (but we do offer lots of options at lots of price points).....but
      in the same breath he neglected to mention the 3 panel layouts and
      multiple equipment lists/estimates I did for him gratis at ZERO charge having
      sold none of the equipment!  :)
      
      Cheers,
      Stein
      
      -----Original Message-----
      From: owner-rv10-list-server(at)matronics.com [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Tim Olson
      Sent: Thursday, January 28, 2016 12:38 PM
      Subject: Re: RV10-List: Choosing an EFIS system and brand
      
      
      Just to clarify, I meant to actually research and learn and explore with Stein,
      and then buy from Stein....but the "wired by SteinAir" is the big optional part.
      I wired my -10 and I wired my -14, and I'm glad for it.  But just understand
      that laying out a complete panel and picking out the equipment and getting
      all the *knowledge* does impose a "cost" on the vendor, so make it a 2 way street
      with Stein or whatever vendor you go with, and stick with that vendor through
      the whole process.
      It would not be fair to have someone invest many hours of time, for no return...all
      that does is increase cost for all customers.
      So pick your vendor, buy your gear from them, and they will be happy to share in
      helping make the install a success.
      Tim
      
      
      On 1/28/2016 11:15 AM, Bill Watson wrote:
      >
      > Early on I worked with the excellent Mr. Stein but in the end I 
      > decided to trade off the cost of a pro job for DIY fun and some surplus $$.
      > Understand that I'm a QB guy all the way but the only aspect of the 
      > build that wasn't totally new to me was wiring though it turned out to 
      > be just as much a learning curve as everything else.
      >
      > The thing that GREATLY eased the avionics wiring task was use of the 
      > Approach Fast Stack Hub.  Instead of trying to integrate various 
      > harnesses and pigtails into a solid installation, I was able to tell 
      > Tim Haas at Fast Stack the products I was using and he was able to 
      > talk me through how I wanted them connected (many options)  and then 
      > provided a hub and a complete set of cables. The hub is a 
      > hardware-only device that is cabled to each avionics unit.  It is 
      > customized so that each connection is made inside of the hub.  The setup is also
      fully documented.
      >
      > I found that Tim knew much more about all the connectivity options 
      > than I will ever know.  Later when a device was added or upgraded, he 
      > was immediately able to send the correct cables at a reasonable cost 
      > and installation was just a plug in operation.
      >
      > If your panel is a DIY, I suggest you consider this product.
      >
      > (3) GRT HX, G430w, SL30, GTX327, PMA9000EX, Trutrak, NavWorx ADS-B
      >
      > Bill "I think I bought enough Stein stuff to qualify as a customer" 
      > Watson
      >
      > On 1/27/2016 5:54 PM, Linn Walters wrote:
      >>
      >> Good comments Carl.
      >> I wired my whole plane ... because I can.  And I have the proper 
      >> tools. The crimpers can be pricey but cheap crimpers will bite you 
      >> down the road.
      >>
      >> I bought most of my connectors and wire from Stein because it was 
      >> convenient and he had the proper aviation stuff.  Saved me time 
      >> looking for stuff a few $$ cheaper on the 'net.  As Carl said .... if 
      >> you wire your own you will be able to save a lot of head-scratching 
      >> when something gives you problems.  Make a schematic of your work.  I 
      >> used Express PCB ... there are two parts, the schematic and the PC 
      >> board layout which you don't need.
      >> http://www.expresspcb.com/expresssch .... and scroll down to the zip 
      >> file download.
      >> Linn
      >>
      >> On 1/27/2016 5:25 PM, Carl Froehlich wrote:
      >>> 
      >>>
      >>> While Stein is a superb vendor, you pay a premium for the service.
      >>>
      >>> I'm troubled that Van's does not even provide the aluminum panel 
      >>> blanks in the RV-14 kits.  They say to "just call Stein, he will 
      >>> make your panel".  While not for everyone, doing your own panel 
      >>> provides a lot of insight into how the stuff all works.  For the new 
      >>> EFIS systems like Dynon the simplicity of a network centric 
      >>> architecture makes life a lot easier than the legacy analog days.  
      >>> Add to that the high probability that you will want to change 
      >>> something after a year or two and you have more incentive to do the panel yourself.
      >>>
      >>> Then again, some people just don't like wires....
      >>>
      >>> Carl
      >>>
      
      
________________________________________________________________________________
From: 
"Rene" <rene(at)felker.com>
Subject: 
Choosing an EFIS system and brand
Date: 
Jan 28, 2016
      
      
      Sorry, but I cannot help but chime in one more time.
      
      
      I run an engineering company and do all types of engineering as a service.  That
      being said, I had Stein build my panel and the price he charged was far from
      premium. I would go out of business charging what he did (does ?).
      
      BUT, even more important than that, the followup support has been fantastic even
      7 years after he did the work.
      
      My background as an Air Force electronics technician (back in the days where everything
      was not plug and play) means I have all the knowledge needed to wire
      a panel and figure it all out.  Although I have done all my own mods and additions
      since I got the first version from Stein, it has always been nice to be able
      to ask questions and get answers.
      
      I am a very happy customer.................
      
      
      Rene'
      801-721-6080
      
      -----Original Message-----
      From: owner-rv10-list-server(at)matronics.com [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Stein Bruch
      Sent: Thursday, January 28, 2016 12:07 PM
      Subject: RE: RV10-List: Choosing an EFIS system and brand
      
      
      Indeed - as Carl mentioned below, some of our optional services are and could be
      considered a 'premium' (but we do offer lots of options at lots of price points).....but
      in the same breath he neglected to mention the 3 panel layouts and
      multiple equipment lists/estimates I did for him gratis at ZERO charge having
      sold none of the equipment!  :)
      
      Cheers,
      Stein
      
      -----Original Message-----
      From: owner-rv10-list-server(at)matronics.com [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Tim Olson
      Sent: Thursday, January 28, 2016 12:38 PM
      Subject: Re: RV10-List: Choosing an EFIS system and brand
      
      
      Just to clarify, I meant to actually research and learn and explore with Stein,
      and then buy from Stein....but the "wired by SteinAir" is the big optional part.
      I wired my -10 and I wired my -14, and I'm glad for it.  But just understand
      that laying out a complete panel and picking out the equipment and getting
      all the *knowledge* does impose a "cost" on the vendor, so make it a 2 way street
      with Stein or whatever vendor you go with, and stick with that vendor through
      the whole process.
      It would not be fair to have someone invest many hours of time, for no return...all
      that does is increase cost for all customers.
      So pick your vendor, buy your gear from them, and they will be happy to share in
      helping make the install a success.
      Tim
      
      
      On 1/28/2016 11:15 AM, Bill Watson wrote:
      >
      > Early on I worked with the excellent Mr. Stein but in the end I 
      > decided to trade off the cost of a pro job for DIY fun and some surplus $$.
      > Understand that I'm a QB guy all the way but the only aspect of the 
      > build that wasn't totally new to me was wiring though it turned out to 
      > be just as much a learning curve as everything else.
      >
      > The thing that GREATLY eased the avionics wiring task was use of the 
      > Approach Fast Stack Hub.  Instead of trying to integrate various 
      > harnesses and pigtails into a solid installation, I was able to tell 
      > Tim Haas at Fast Stack the products I was using and he was able to 
      > talk me through how I wanted them connected (many options)  and then 
      > provided a hub and a complete set of cables. The hub is a 
      > hardware-only device that is cabled to each avionics unit.  It is 
      > customized so that each connection is made inside of the hub.  The setup is also
      fully documented.
      >
      > I found that Tim knew much more about all the connectivity options 
      > than I will ever know.  Later when a device was added or upgraded, he 
      > was immediately able to send the correct cables at a reasonable cost 
      > and installation was just a plug in operation.
      >
      > If your panel is a DIY, I suggest you consider this product.
      >
      > (3) GRT HX, G430w, SL30, GTX327, PMA9000EX, Trutrak, NavWorx ADS-B
      >
      > Bill "I think I bought enough Stein stuff to qualify as a customer" 
      > Watson
      >
      > On 1/27/2016 5:54 PM, Linn Walters wrote:
      >>
      >> Good comments Carl.
      >> I wired my whole plane ... because I can.  And I have the proper 
      >> tools. The crimpers can be pricey but cheap crimpers will bite you 
      >> down the road.
      >>
      >> I bought most of my connectors and wire from Stein because it was 
      >> convenient and he had the proper aviation stuff.  Saved me time 
      >> looking for stuff a few $$ cheaper on the 'net.  As Carl said .... if 
      >> you wire your own you will be able to save a lot of head-scratching 
      >> when something gives you problems.  Make a schematic of your work.  I 
      >> used Express PCB ... there are two parts, the schematic and the PC 
      >> board layout which you don't need.
      >> http://www.expresspcb.com/expresssch .... and scroll down to the zip 
      >> file download.
      >> Linn
      >>
      >> On 1/27/2016 5:25 PM, Carl Froehlich wrote:
      >>> 
      >>>
      >>> While Stein is a superb vendor, you pay a premium for the service.
      >>>
      >>> I'm troubled that Van's does not even provide the aluminum panel 
      >>> blanks in the RV-14 kits.  They say to "just call Stein, he will 
      >>> make your panel".  While not for everyone, doing your own panel 
      >>> provides a lot of insight into how the stuff all works.  For the new 
      >>> EFIS systems like Dynon the simplicity of a network centric 
      >>> architecture makes life a lot easier than the legacy analog days.
      >>> Add to that the high probability that you will want to change 
      >>> something after a year or two and you have more incentive to do the panel yourself.
      >>>
      >>> Then again, some people just don't like wires....
      >>>
      >>> Carl
      >>>
      
      
________________________________________________________________________________
From: 
"Carl Froehlich" <carl.froehlich(at)verizon.net>
Subject: 
Choosing an EFIS system and brand
Date: 
Jan 28, 2016
      
      
      Yep - I have had many deliveries from Stein over the years and will continue to
      do so. 
      
      Carl
      
      -----Original Message-----
      From: owner-rv10-list-server(at)matronics.com [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Stein Bruch
      Sent: Thursday, January 28, 2016 2:07 PM
      Subject: RE: RV10-List: Choosing an EFIS system and brand
      
      
      Indeed - as Carl mentioned below, some of our optional services are and could be
      considered a 'premium' (but we do offer lots of options at lots of price points).....but
      in the same breath he neglected to mention the 3 panel layouts and
      multiple equipment lists/estimates I did for him gratis at ZERO charge having
      sold none of the equipment!  :)
      
      Cheers,
      Stein
      
      -----Original Message-----
      From: owner-rv10-list-server(at)matronics.com [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Tim Olson
      Sent: Thursday, January 28, 2016 12:38 PM
      Subject: Re: RV10-List: Choosing an EFIS system and brand
      
      
      Just to clarify, I meant to actually research and learn and explore with Stein,
      and then buy from Stein....but the "wired by SteinAir" is the big optional part.
      I wired my -10 and I wired my -14, and I'm glad for it.  But just understand
      that laying out a complete panel and picking out the equipment and getting
      all the *knowledge* does impose a "cost" on the vendor, so make it a 2 way street
      with Stein or whatever vendor you go with, and stick with that vendor through
      the whole process.
      It would not be fair to have someone invest many hours of time, for no return...all
      that does is increase cost for all customers.
      So pick your vendor, buy your gear from them, and they will be happy to share in
      helping make the install a success.
      Tim
      
      
      On 1/28/2016 11:15 AM, Bill Watson wrote:
      >
      > Early on I worked with the excellent Mr. Stein but in the end I 
      > decided to trade off the cost of a pro job for DIY fun and some surplus $$.
      > Understand that I'm a QB guy all the way but the only aspect of the 
      > build that wasn't totally new to me was wiring though it turned out to 
      > be just as much a learning curve as everything else.
      >
      > The thing that GREATLY eased the avionics wiring task was use of the 
      > Approach Fast Stack Hub.  Instead of trying to integrate various 
      > harnesses and pigtails into a solid installation, I was able to tell 
      > Tim Haas at Fast Stack the products I was using and he was able to 
      > talk me through how I wanted them connected (many options)  and then 
      > provided a hub and a complete set of cables. The hub is a 
      > hardware-only device that is cabled to each avionics unit.  It is 
      > customized so that each connection is made inside of the hub.  The setup is also
      fully documented.
      >
      > I found that Tim knew much more about all the connectivity options 
      > than I will ever know.  Later when a device was added or upgraded, he 
      > was immediately able to send the correct cables at a reasonable cost 
      > and installation was just a plug in operation.
      >
      > If your panel is a DIY, I suggest you consider this product.
      >
      > (3) GRT HX, G430w, SL30, GTX327, PMA9000EX, Trutrak, NavWorx ADS-B
      >
      > Bill "I think I bought enough Stein stuff to qualify as a customer" 
      > Watson
      >
      > On 1/27/2016 5:54 PM, Linn Walters wrote:
      >>
      >> Good comments Carl.
      >> I wired my whole plane ... because I can.  And I have the proper 
      >> tools. The crimpers can be pricey but cheap crimpers will bite you 
      >> down the road.
      >>
      >> I bought most of my connectors and wire from Stein because it was 
      >> convenient and he had the proper aviation stuff.  Saved me time 
      >> looking for stuff a few $$ cheaper on the 'net.  As Carl said .... if 
      >> you wire your own you will be able to save a lot of head-scratching 
      >> when something gives you problems.  Make a schematic of your work.  I 
      >> used Express PCB ... there are two parts, the schematic and the PC 
      >> board layout which you don't need.
      >> http://www.expresspcb.com/expresssch .... and scroll down to the zip 
      >> file download.
      >> Linn
      >>
      >> On 1/27/2016 5:25 PM, Carl Froehlich wrote:
      >>> 
      >>>
      >>> While Stein is a superb vendor, you pay a premium for the service.
      >>>
      >>> I'm troubled that Van's does not even provide the aluminum panel 
      >>> blanks in the RV-14 kits.  They say to "just call Stein, he will 
      >>> make your panel".  While not for everyone, doing your own panel 
      >>> provides a lot of insight into how the stuff all works.  For the new 
      >>> EFIS systems like Dynon the simplicity of a network centric 
      >>> architecture makes life a lot easier than the legacy analog days.
      >>> Add to that the high probability that you will want to change 
      >>> something after a year or two and you have more incentive to do the panel yourself.
      >>>
      >>> Then again, some people just don't like wires....
      >>>
      >>> Carl
      >>>
      
      
________________________________________________________________________________
Date: 
Jan 29, 2016
From: 
robhickman(at)aol.com
Subject: 
Re: Choosing an EFIS system and brand
      
      " My hanger mate has AFS. He says that the GRT has better resolution (he is
       right on that account)."
      
      
      He is not right on that,  unless you are talking about our older AF-4500/35
      00.   All of the AF-5000 systems (5400, 5500, 5600, 5800) use a 1024 x 768 
      resolution XGA LCD screen,  the exact same resolution as the GRT Hx EFIS sc
      reens.
      Unlike the GRT the AF-5000 screens utilize an optically bonded very high qu
      ality AR industrial touch screen made with CORNING GORILLA GLASS. The optic
      ally bonded AR glass actually makes the screen look like they are higher re
      solution and they are far more scratch resistant, so much better that we de
      cided about 10 months ago to only sell the touch screen.
      We are using a 3 Arc-second digital elevation database to draw the syntheti
      c vision and map,  the exact same database that  we use in both our Skyview
       and AF-5000 EFIS screens.
      
      
      "The three major players are Dynon, Garmin (the experimental side only!), a
      nd Grand Rapids. These are the companies that have established solid founda
      tions for their business so you have some confidence they will be around fo
      r the long run. I did not list Advanced as they are now owned by Dynon. Eve
      n though Dynon sells and supports the Advanced line I don't see how they ca
      n support two such similar products for such a small market. In other words
       I expect the Advance line to be phased out at some point".
      
      
      The AF-5000 screens have the same Dynon SV Network as the Skyview and curre
      ntly support all of the Skyview modules (AP Servos, Radio, EMS, ARINC, AP P
      anel, Transponder, ADS-B, and 2020 GPS),  You can install all of the compon
      ents and then decided on a Skyview or AF-5000 EFIS to plug in. 
      We have customers that prefer the Skyview EFIS layout and we have customers
       that prefer the AF-5000 Layout,  we give you more options to fit your pref
      erences.   
      
      
      It has been almost three years since Dynon purchased AFS,  we have not been
       shut down or phased out.  AFS has actually been growing and the future is 
      extremely positive. We have become a major supplier in the experimental pan
      el market and that part of the business continues to grow at a rapid rate. 
      We build a lot of panels and over 90% of them have the AF-5600T EFIS screen
       and Avidyne IFD GPS Navigator.  I am pretty sure we are the largest Avidyn
      e dealer in the experimental market.   We have also recently started supply
      ing complete panels to a large aviation company in China,  helping with the
       USA trade imbalance.  Additionally, we also don't build our EFIS screens i
      n Taiwan nor are we incorporated in Switzerland to avoid paying US taxes.  
      When hearing a rumor or claim, please take a moment and consider who or wha
      t may have been the source. 
      
      
      Rob Hickman
      Advanced Flight Systems Inc - Dynon Avionics
      N402RH  RV-10
      
      
      -----Original Message-----
      From: Danny Riggs <jdriggs49(at)msn.com>
      Sent: Wed, Jan 27, 2016 7:21 pm
      Subject: Re: RV10-List: Choosing an EFIS system and brand
      
      
      I went with GRT HXrs the second time around. My hanger mate has AFS. He say
      s that the GRT has better resolution (he is right on that account). Both of
       them are first rate. I bought all my stuff thru Steinair. It was cheaper t
      han from the factory and they also do customer support par excellant!!
      
      Sent from my iPad
      
      > On Jan 27, 2016, at 11:09 AM, Carl Froehlich 
       wrote:
      > 
      .net>
      > 
      > Carlos,
      > 
      > All good comments.  Some additional thoughts:
      > 
      > The three major players are Dynon, Garmin (the experimental side only!), 
      and Grand Rapids.  These are the companies that have established solid foun
      dations for their business so you have some confidence they will be around 
      for the long run.  I did not list Advanced as they are now owned by Dynon. 
       Even though Dynon sells and supports the Advanced line I don't see how the
      y can support two such similar products for such a small market.  In other 
      words I expect the Advance line to be phased out at some point.
      > 
      > For system elements, this is 100% dependent on your mission.  If you are 
      flying IFR then you should have:
      > - Two 10" displays with integrated traffic and weather displays (ADS-B in
       and TIS)
      > - Two ADHARS modules (and a system that automatically compares the module
      s to detect faults)
      > - Mode S transponder with ADS-B out capability
      > - Two axis autopilot
      > 
      > A lot of problems are solved if you go with one vendor for everything.
      > 
      >> From this you can do the apples to bananas comparisons.  Do three full s
      ystem cost calculations then decide which provides you the best capability/
      cost value.  Do not ignore the total cost of ownership (Garmin flat rate ch
      arges, Garmin database subscriptions compared to Dynon's free for life, etc
      ).
      > 
      > Let us know what decision you make and why - this is the fastest moving e
      lement of the experimental market and new views are always worth the time t
      o review.
      > 
      > Carl
      > Full Dynon SkyView install (dual 10" displays, transponder, radio, ADS-B 
      in/out, Autopilot) 
      > 
      > 
      > -----Original Message-----
      > From: owner-rv10-list-server(at)matronics.com [mailto:owner-rv10-list-server
      @matronics.com] On Behalf Of Kelly McMullen
      > Sent: Wednesday, January 27, 2016 9:42 AM
      > To: rv10-list(at)matronics.com
      > Subject: Re: RV10-List: Choosing an EFIS system and brand
      > 
      > 
      > You will find most of us favoring whatever brand we selected. I tend to t
      hink of MGL as a minor player, not what I would want for major support.
      > I dislike Garmin for many reasons, but others love them.
      > My three favorites that I debated over were Dynon, AFS and GRT. For what 
      I wanted at the time autopilot was 4-5K extra for AFS and GRT because you n
      eeded a separate 3rd party unit. I think they have since integrated somethi
      ng into their software.
      > Acquisition cost and features will be one factor. Database cost and repai
      rs cost will be the other main players. I frankly don't know how Garmin han
      dles that with the G3X system. I would hope it would be better than with th
      eir other product lines like portables and certified panel mounts, where yo
      u pay a big flat rate fee regardless of what you need fixed.
      > I have been very happy with Dynon's upgrades, largely to meet customer re
      quests. Their "free" database updates and pay for IFR charts approach works
       for me, but I'm sure there are other reasonable alternatives.
      > You need to spend time at an airshow where vendors are displaying, and as
      k more about costs and support, and less about features. They all have most
       features you want, but ease of use and figuring them out takes time to ass
      ess, and several subsequent visits to learn what you missed the first time.
       If you are outside the US, costs, data update sources and costs will all m
      atter.
      > 
      >> On 1/27/2016 6:22 AM, Carlos Trigo wrote:
      >> Guys
      >> 
      >> I would like to hear your opinions about the EFIS systems and brands 
      >> which are NOW in the market for an RV-10.
      >> 
      >> Of course there are many factors, like quality, price, support, system
      
      >> integration, features and so on, in this or another order
      >> 
      >> About the system I mean number of displays, single or double AHRS, 
      >> integrated radio and/or transponder, integrated GPS and ADS-B, 
      >> integrated auto-pilot, etc.
      >> 
      >> About brand, you know
      >> 
      >> But if you were to choose now which EFIS brand and system to put in 
      >> your RV-10, what would you choose?
      >> 
      >> (I know it depends on how much $ you can spend, but just wondering 
      >> what is the current situation)
      >> 
      >> Regards
      >> 
      >> Carlos
      >> 
      >> 
      >> Este e-mail foi enviado a partir de um computador sem v=C3=ADrus protegi
      do 
      >> pela Avast.
      >> www.avast.com
      >> > campaign=sig-email&utm_content=emailclient>
      > 
      > 
      > 
      > 
      > 
      > 
      > 
      > 
      > 
      
      
________________________________________________________________________________
Date: 
Jan 29, 2016
From: 
"Ralph E. Capen" <recapen(at)earthlink.net>
Subject: 
Re: Choosing an EFIS system and brand
      
      
      I really like my 3400s EE.  Using it as an engine monitor primarily on the right
      side as I have steam guages on the left - while I'm working on my IFR rating.
      After that the plane gets a 5000 series in place of the steam guages....
      
      
      -----Original Message-----
      
      From: robhickman(at)aol.com
      
      Sent: Jan 29, 2016 12:58 PM
      
      
      Subject: Re: RV10-List: Choosing an EFIS system and brand
      
      
      " My hanger mate has AFS. He says that the GRT has better resolution (he is right
      on that account)."
      
      
      He is not right on that,  unless you are talking about our older AF-4500/3500.
       All of the AF-5000 systems (5400, 5500, 5600, 5800) use a 1024 x 768 resolution
      XGA LCD screen,  the exact same resolution as the GRT Hx EFIS screens.
      
      Unlike the GRT the AF-5000 screens utilize an optically bonded very high quality
      AR industrial touch screen made with CORNING GORILLA GLASS. The optically bonded
      AR glass actually makes the screen look like they are higher resolution and
      they are far more scratch resistant, so much better that we decided about 10
      months ago to only sell the touch screen.
      
      We are using a 3 Arc-second digital elevation database to draw the synthetic vision
      and map,  the exact same database that  we use in both our Skyview and AF-5000
      EFIS screens.
      
      
      "The three major players are Dynon, Garmin (the experimental side only!), and Grand
      Rapids. These are the companies that have established solid foundations for
      their business so you have some confidence they will be around for the long
      run. I did not list Advanced as they are now owned by Dynon. Even though Dynon
      sells and supports the Advanced line I don't see how they can support two such
      similar products for such a small market. In other words I expect the Advance
      line to be phased out at some point".
      
      
      The AF-5000 screens have the same Dynon SV Network as the Skyview and currently
      support all of the Skyview modules (AP Servos, Radio, EMS, ARINC, AP Panel, Transponder,
      ADS-B, and 2020 GPS),  You can install all of the components and then
      decided on a Skyview or AF-5000 EFIS to plug in. 
      
      We have customers that prefer the Skyview EFIS layout and we have customers that
      prefer the AF-5000 Layout,  we give you more options to fit your preferences.
       
      
      
      It has been almost three years since Dynon purchased AFS,  we have not been shut
      down or phased out.  AFS has actually been growing and the future is extremely
      positive. We have become a major supplier in the experimental panel market
      and that part of the business continues to grow at a rapid rate. We build a lot
      of panels and over 90% of them have the AF-5600T EFIS screen and Avidyne IFD
      GPS Navigator.  I am pretty sure we are the largest Avidyne dealer in the experimental
      market.   We have also recently started supplying complete panels to
      a large aviation company in China,  helping with the USA trade imbalance.  Additionally,
      we also don't build our EFIS screens in Taiwan nor are we incorporated
      in Switzerland to avoid paying US taxes.  When hearing a rumor or claim,
      please take a moment and consider who or what may have been the source. 
      
      
      Rob Hickman
      
      Advanced Flight Systems Inc - Dynon Avionics
      
      N402RH  RV-10
      
      
      -----Original Message-----
      
      From: Danny Riggs <jdriggs49(at)msn.com>
      
      
      Sent: Wed, Jan 27, 2016 7:21 pm
      
      Subject: Re: RV10-List: Choosing an EFIS system and brand
      
      
      I went with GRT HXrs the second time around. My hanger mate has AFS. He says that
      the GRT has better resolution (he is right on that account). Both of them are
      first rate. I bought all my stuff thru Steinair. It was cheaper than from the
      factory and they also do customer support par excellant!!
      
      
      Sent from my iPad
      
      
      > On Jan 27, 2016, at 11:09 AM, Carl Froehlich  wrote:
      
      > 
      
      
      > 
      
      > Carlos,
      
      > 
      
      > All good comments.  Some additional thoughts:
      
      > 
      
      > The three major players are Dynon, Garmin (the experimental side only!), and
      Grand Rapids.  These are the companies that have established solid foundations
      for their business so you have some confidence they will be around for the long
      run.  I did not list Advanced as they are now owned by Dynon.  Even though
      Dynon sells and supports the Advanced line I don't see how they can support two
      such similar products for such a small market.  In other words I expect the
      Advance line to be phased out at some point.
      
      > 
      
      > For system elements, this is 100% dependent on your mission.  If you are flying
      IFR then you should have:
      
      > - Two 10" displays with integrated traffic and weather displays (ADS-B in and
      TIS)
      
      > - Two ADHARS modules (and a system that automatically compares the modules to
      detect faults)
      
      > - Mode S transponder with ADS-B out capability
      
      > - Two axis autopilot
      
      > 
      
      > A lot of problems are solved if you go with one vendor for everything.
      
      > 
      
      >> From this you can do the apples to bananas comparisons.  Do three full system
      cost calculations then decide which provides you the best capability/cost value.
      Do not ignore the total cost of ownership (Garmin flat rate charges, Garmin
      database subscriptions compared to Dynon's free for life, etc).
      
      > 
      
      > Let us know what decision you make and why - this is the fastest moving element
      of the experimental market and new views are always worth the time to review.
      
      > 
      
      > Carl
      
      > Full Dynon SkyView install (dual 10" displays, transponder, radio, ADS-B in/out,
      Autopilot) 
      
      > 
      
      > 
      
      > -----Original Message-----
      
      > From: owner-rv10-list-server(at)matronics.com [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Kelly McMullen
      
      > Sent: Wednesday, January 27, 2016 9:42 AM
      
      > To: rv10-list(at)matronics.com
      
      > Subject: Re: RV10-List: Choosing an EFIS system and brand
      
      > 
      
      
      > 
      
      > You will find most of us favoring whatever brand we selected. I tend to think
      of MGL as a minor player, not what I would want for major support.
      
      > I dislike Garmin for many reasons, but others love them.
      
      > My three favorites that I debated over were Dynon, AFS and GRT. For what I wanted
      at the time autopilot was 4-5K extra for AFS and GRT because you needed a
      separate 3rd party unit. I think they have since integrated something into their
      software.
      
      > Acquisition cost and features will be one factor. Database cost and repairs cost
      will be the other main players. I frankly don't know how Garmin handles that
      with the G3X system. I would hope it would be better than with their other
      product lines like portables and certified panel mounts, where you pay a big flat
      rate fee regardless of what you need fixed.
      
      > I have been very happy with Dynon's upgrades, largely to meet customer requests.
      Their "free" database updates and pay for IFR charts approach works for me,
      but I'm sure there are other reasonable alternatives.
      
      > You need to spend time at an airshow where vendors are displaying, and ask more
      about costs and support, and less about features. They all have most features
      you want, but ease of use and figuring them out takes time to assess, and several
      subsequent visits to learn what you missed the first time. If you are outside
      the US, costs, data update sources and costs will all matter.
      
      > 
      
      >> On 1/27/2016 6:22 AM, Carlos Trigo wrote:
      
      >> Guys
      
      >> 
      
      >> I would like to hear your opinions about the EFIS systems and brands 
      
      >> which are NOW in the market for an RV-10.
      
      >> 
      
      >> Of course there are many factors, like quality, price, support, system 
      
      >> integration, features and so on, in this or another order
      
      >> 
      
      >> About the system I mean number of displays, single or double AHRS, 
      
      >> integrated radio and/or transponder, integrated GPS and ADS-B, 
      
      >> integrated auto-pilot, etc.
      
      >> 
      
      >> About brand, you know
      
      >> 
      
      >> But if you were to choose now which EFIS brand and system to put in 
      
      >> your RV-10, what would you choose?
      
      >> 
      
      >> (I know it depends on how much $ you can spend, but just wondering 
      
      >> what is the current situation)
      
      >> 
      
      >> Regards
      
      >> 
      
      >> Carlos
      
      >> 
      
      >> 
      
      >> Este e-mail foi enviado a partir de um computador sem vrus protegido 
      
      >> pela Avast.
      
      >> www.avast.com
      
      >> > campaign=sig-email&utm_content=emailclient>
      
      > 
      
      > 
      
      > 
      
      > 
      
      > 
      
      > 
      
      > 
      
      > 
      
      > 
      
      
      ==========
      
      " target="_blank">www.buildersbooks.com
      
      _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: 
"Carl Froehlich" <carl.froehlich(at)verizon.net>
Subject: 
Choosing an EFIS system and brand
Date: 
Jan 29, 2016
      
      Rob =93 glad to hear this.
      
      
      Carl
      
      
      From: owner-rv10-list-server(at)matronics.com 
      [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of 
      robhickman(at)aol.com
      Sent: Friday, January 29, 2016 12:59 PM
      Subject: Re: RV10-List: Choosing an EFIS system and brand
      
      
      " My hanger mate has AFS. He says that the GRT has better resolution (he 
      is right on that account)." 
      
      
      He is not right on that,  unless you are talking about our older 
      AF-4500/3500.   All of the AF-5000 systems (5400, 5500, 5600, 5800) use 
      a 1024 x 768 resolution XGA LCD screen,  the exact same resolution as 
      the GRT Hx EFIS screens.
      
      Unlike the GRT the AF-5000 screens utilize an optically bonded very high 
      quality AR industrial touch screen made with CORNING GORILLA GLASS. The 
      optically bonded AR glass actually makes the screen look like they are 
      higher resolution and they are far more scratch resistant, so much 
      better that we decided about 10 months ago to only sell the touch 
      screen.
      
      We are using a 3 Arc-second digital elevation database to draw the 
      synthetic vision and map,  the exact same database that  we use in both 
      our Skyview and AF-5000 EFIS screens.
      
      
      "The three major players are Dynon, Garmin (the experimental side 
      only!), and Grand Rapids. These are the companies that have established 
      solid foundations for their business so you have some confidence they 
      will be around for the long run. I did not list Advanced as they are now 
      owned by Dynon. Even though Dynon sells and supports the Advanced line I 
      don't see how they can support two such similar products for such a 
      small market. In other words I expect the Advance line to be phased out 
      at some point".
      
      
      The AF-5000 screens have the same Dynon SV Network as the Skyview and 
      currently support all of the Skyview modules (AP Servos, Radio, EMS, 
      ARINC, AP Panel, Transponder, ADS-B, and 2020 GPS),  You can install all 
      of the components and then decided on a Skyview or AF-5000 EFIS to plug 
      in. 
      
      We have customers that prefer the Skyview EFIS layout and we have 
      customers that prefer the AF-5000 Layout,  we give you more options to 
      fit your preferences.   
      
      
      It has been almost three years since Dynon purchased AFS,  we have not 
      been shut down or phased out.  AFS has actually been growing and the 
      future is extremely positive. We have become a major supplier in the 
      experimental panel market and that part of the business continues to 
      grow at a rapid rate. We build a lot of panels and over 90% of them have 
      the AF-5600T EFIS screen and Avidyne IFD GPS Navigator.  I am pretty 
      sure we are the largest Avidyne dealer in the experimental market.   We 
      have also recently started supplying complete panels to a large aviation 
      company in China,  helping with the USA trade imbalance.  Additionally, 
      we also don't build our EFIS screens in Taiwan nor are we incorporated 
      in Switzerland to avoid paying US taxes.  When hearing a rumor or claim, 
      please take a moment and consider who or what may have been the source. 
      
      
      Rob Hickman
      
      Advanced Flight Systems Inc - Dynon Avionics
      
      N402RH  RV-10
      
      
      -----Original Message-----
      From: Danny Riggs <jdriggs49(at)msn.com>
      Sent: Wed, Jan 27, 2016 7:21 pm
      Subject: Re: RV10-List: Choosing an EFIS system and brand
      
      
      I went with GRT HXrs the second time around. My hanger mate has AFS. He 
      says that the GRT has better resolution (he is right on that account). 
      Both of them are first rate. I bought all my stuff thru Steinair. It was 
      cheaper than from the factory and they also do customer support par 
      excellant!!
      
      Sent from my iPad
      
      > On Jan 27, 2016, at 11:09 AM, Carl Froehlich 
       wrote:
      > 
      
      > 
      > Carlos,
      > 
      > All good comments. Some additional thoughts:
      > 
      > The three major players are Dynon, Garmin (the experimental side 
      only!), and Grand Rapids. These are the companies that have established 
      solid foundations for their business so you have some confidence they 
      will be around for the long run. I did not list Advanced as they are now 
      owned by Dynon. Even though Dynon sells and supports the Advanced line I 
      don't see how they can support two such similar products for such a 
      small market. In other words I expect the Advance line to be phased out 
      at some point.
      > 
      > For system elements, this is 100% dependent on your mission. If you 
      are flying IFR then you should have:
      > - Two 10" displays with integrated traffic and weather displays (ADS-B 
      in and TIS)
      > - Two ADHARS modules (and a system that automatically compares the 
      modules to detect faults)
      > - Mode S transponder with ADS-B out capability
      > - Two axis autopilot
      > 
      > A lot of problems are solved if you go with one vendor for everything.
      > 
      >> From this you can do the apples to bananas comparisons. Do three full 
      system cost calculations then decide which provides you the best 
      capability/cost value. Do not ignore the total cost of ownership (Garmin 
      flat rate charges, Garmin database subscriptions compared to Dynon's 
      free for life, etc).
      > 
      > Let us know what decision you make and why - this is the fastest 
      moving element of the experimental market and new views are always worth 
      the time to review.
      > 
      > Carl
      > Full Dynon SkyView install (dual 10" displays, transponder, radio, 
      ADS-B in/out, Autopilot) 
      > 
      > 
      > -----Original Message-----
      > From: owner-rv10-list-server(at)matronics.com 
      [mailto:owner-rv10-list-server(at)matronics.com 
       ] On Behalf Of Kelly 
      McMullen
      > Sent: Wednesday, January 27, 2016 9:42 AM
      > To: rv10-list(at)matronics.com
      > Subject: Re: RV10-List: Choosing an EFIS system and brand
      > 
      > 
      > You will find most of us favoring whatever brand we selected. I tend 
      to think of MGL as a minor player, not what I would want for major 
      support.
      > I dislike Garmin for many reasons, but others love them.
      > My three favorites that I debated over were Dynon, AFS and GRT. For 
      what I wanted at the time autopilot was 4-5K extra for AFS and GRT 
      because you needed a separate 3rd party unit. I think they have since 
      integrated something into their software.
      > Acquisition cost and features will be one factor. Database cost and 
      repairs cost will be the other main players. I frankly don't know how 
      Garmin handles that with the G3X system. I would hope it would be better 
      than with their other product lines like portables and certified panel 
      mounts, where you pay a big flat rate fee regardless of what you need 
      fixed.
      > I have been very happy with Dynon's upgrades, largely to meet customer 
      requests. Their "free" database updates and pay for IFR charts approach 
      works for me, but I'm sure there are other reasonable alternatives.
      > You need to spend time at an airshow where vendors are displaying, and 
      ask more about costs and support, and less about features. They all have 
      most features you want, but ease of use and figuring them out takes time 
      to assess, and several subsequent visits to learn what you missed the 
      first time. If you are outside the US, costs, data update sources and 
      costs will all matter.
      > 
      >> On 1/27/2016 6:22 AM, Carlos Trigo wrote:
      >> Guys
      >> 
      >> I would like to hear your opinions about the EFIS systems and brands 
      >> which are NOW in the market for an RV-10.
      >> 
      >> Of course there are many factors, like quality, price, support, 
      system 
      >> integration, features and so on, in this or another order
      >> 
      >> About the system I mean number of displays, single or double AHRS, 
      >> integrated radio and/or transponder, integrated GPS and ADS-B, 
      >> integrated auto-pilot, etc.
      >> 
      >> About brand, you know
      >> 
      >> But if you were to choose now which EFIS brand and system to put in 
      >> your RV-10, what would you choose?
      >> 
      >> (I know it depends on how much $ you can spend, but just wondering 
      >> what is the current situation)
      >> 
      >> Regards
      >> 
      >> Carlos
      >> 
      >>  
      &utm_source=link&utm_campaign=sig-email&utm_content=emailclient>
      >> Este e-mail foi enviado a partir de um computador sem v=C3=ADrus 
      protegido 
      >> pela Avast.
      >> www.avast.com
      >>  &utm_source=link&utm_
      >> campaign=sig-email&utm_content=emailclient>
      > 
      > 
      > 
      > 
      > 
      > 
      > 
      > 
      > 
      
      
      " target="_blank">www.buildersbooks.com
      _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
      
      
________________________________________________________________________________
Subject: 
Re: Choosing an EFIS system and brand
From: 
"kearney" <kearney(at)shaw.ca>
Date: 
Jan 29, 2016
      
      
      Hi
      
      I think a key factor to consider is how much of the work you are going to do yourself
      and how much will be done for you. The reason I say this is if you are
      inexperienced (as I was) when building your panel then good support is absolutely
      essential. Rob and his crew at AFS were and are most helpful as is Tim at
      Approach Systems where I bought my non EFIS avionics.
      
      In short, keep in mind how much support you will need from your supplier(s).  The
      cheapest option may not be in many cases be the best option.
      
      Cheers
      
      Les
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=452431#452431
      
      
________________________________________________________________________________
Subject: 
PIREP - Wheel Balancers
From: 
"kearney" <kearney(at)shaw.ca>
Date: 
Jan 29, 2016
      
      
      Hi
      
      In May there was a thread on wheel balancing. I was interested as I was getting
      a bit of shimmy on my landing roll out. Based on Tim Olson's recommendation,
      I got a Marc Parnes balancer. In December I pulled the wheels and balanced them.
      I was surprised at how many weights I had to use to balance the mains and nose
      wheel.
      
      Then end result is the shimmy is gone. It could be that my landings are just that
      good but I rather suspect it was the result of the wheel balancing.
      
      Cheers
      
      Les
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=452432#452432
      
      
________________________________________________________________________________
Subject: 
FS: Slick 6393 Mag and Mag Drive
From: 
"Barry" <blmarzaa(at)gmail.com>
Date: 
Jan 30, 2016
      
      
      Slick 6393 Retard Breaker mag with 534 hrs. since new; at 493 hrs. the 500 hr.
      inspection detailed in the Unison L-1363B Overhaul Manual was completed and new
      primary contact points, retard breaker contact points, cam and carbon brush
      and spring were replaced. The mag was modified with a 3/16" hole in the body for
      the G3I electronic ignition and now has a bolt in the hole; it does not effect
      normal operation. I can include a yellow tag if requested. No core is required.
      New $1100 Sell for $325
      
      
      Mag drive p/n 73000 New $160 Sell for $55
      
      
      blmarzaa(at)gamil.com
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=452439#452439
      
      
________________________________________________________________________________
Subject: 
Re: PIREP - Wheel Balancers
From: 
Alan Mekler MD <amekler(at)metrocast.net>
Date: 
Jan 30, 2016
      
      
      Les,
       I did the gear leg stiffners which helped but didnt eliminate it. Uve filmed with
      a go pro the landings and dont see much so i think it might help to balance
      the wheels. My annual is coming up in June. I looked at the web site. Not sure
      what I should be ordering
      
      Alan
      N668G
      > On Jan 29, 2016, at 10:52 PM, kearney  wrote:
      > 
      > 
      > Hi
      > 
      > In May there was a thread on wheel balancing. I was interested as I was getting
      a bit of shimmy on my landing roll out. Based on Tim Olson's recommendation,
      I got a Marc Parnes balancer. In December I pulled the wheels and balanced them.
      I was surprised at how many weights I had to use to balance the mains and
      nose wheel.
      > 
      > Then end result is the shimmy is gone. It could be that my landings are just
      that good but I rather suspect it was the result of the wheel balancing.
      > 
      > Cheers
      > 
      > Les
      > 
      > 
      > 
      > 
      > Read this topic online here:
      > 
      > http://forums.matronics.com/viewtopic.php?p=452432#452432
      > 
      > 
      > 
      > 
      > 
      > 
      > 
      > 
      > 
      > 
      
      
________________________________________________________________________________
Subject: 
Re: PIREP - Wheel Balancers
From: 
"kearney" <kearney(at)shaw.ca>
Date: 
Jan 30, 2016
      
      
      Alan
      
      I got the DU42-Ducati Motorcycle Wheel Balancer plus 2 60 gram weight strips.
      
      It worked like a charm on all three wheels - I balanced them all.
      
      Cheers
      
      Les
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=452443#452443
      
      
________________________________________________________________________________
Subject: 
Re: Choosing an EFIS system and brand
From: 
"kevino" <Kosheawwd(at)gmail.com>
Date: 
Jan 30, 2016
      
      
      I have AFS in my rv10 and a carbon cub. Have evolved with afs from 3500 to 5600.
      They have been well ahead of the industry continuing enhancements for the last
      six yrs I have been a user. They offer not only an excellent product supported
      by a deep bench with the ownership by Dynon, but a commitment to the customer
      that is hard to beat. I have emailed Rob many times on weekends etc and get
      immediate answers. His team in his office are excellent. I certainly endorse
      Rob's comments in this thread
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=452447#452447
      
      
________________________________________________________________________________
Subject: 
Re: PIREP - Wheel Balancers
From: 
Patrick Pulis <rv10free2fly(at)yahoo.com.au>
Date: 
Jan 31, 2016
      
      
      I've never balanced aircraft wheels before, however can you take them to a tyre
      store for them to balance?
      
      How do the aircraft maintenance facilities balance their wheels?
      
      Warm regards
      
      Patrick
      
      > On 31 Jan 2016, at 03:39, kearney  wrote:
      > 
      > 
      > Alan
      > 
      > I got the DU42-Ducati Motorcycle Wheel Balancer plus 2 60 gram weight strips.
      > 
      > It worked like a charm on all three wheels - I balanced them all.
      > 
      > Cheers
      > 
      > Les
      > 
      > 
      > 
      > 
      > Read this topic online here:
      > 
      > http://forums.matronics.com/viewtopic.php?p=452443#452443
      > 
      > 
      > 
      > 
      > 
      > 
      > 
      > 
      > 
      > 
      
      
________________________________________________________________________________
Date: 
Jan 30, 2016
Subject: 
Re: PIREP - Wheel Balancers
From: 
Phillip Perry <philperry9(at)gmail.com>
      
      I purchased this balancer and it was very happy.  There was also some
      description of the process in the kit.
      
      http://www.aircraftspruce.com/catalog/topages/tirebalance.php
      
      I found that the markings (Dot's on the tires) that indicate the heaviest
      vs lightest parts of the tire were completely wrong on my tires.  If I had
      followed the plans, it would have taken absurd amount of weight to balance
      out the other side.   Now they're perfectly balanced.
      
      After finding out that the markings on the tire were unreliable, I'm glad I
      spent the extra money on a balancing kit.
      
      Phil
      
      
      On Sat, Jan 30, 2016 at 3:05 PM, Patrick Pulis 
      wrote:
      
      >
      > I've never balanced aircraft wheels before, however can you take them to a
      > tyre store for them to balance?
      >
      > How do the aircraft maintenance facilities balance their wheels?
      >
      > Warm regards
      >
      > Patrick
      >
      > > On 31 Jan 2016, at 03:39, kearney  wrote:
      > >
      > >
      > > Alan
      > >
      > > I got the DU42-Ducati Motorcycle Wheel Balancer plus 2 60 gram weight
      > strips.
      > >
      > > It worked like a charm on all three wheels - I balanced them all.
      > >
      > > Cheers
      > >
      > > Les
      > >
      > >
      > >
      > >
      > > Read this topic online here:
      > >
      > > http://forums.matronics.com/viewtopic.php?p=452443#452443
      > >
      > >
      > >
      > >
      > >
      > >
      > >
      > >
      > >
      > >
      >
      >
      
________________________________________________________________________________
Subject: 
Re: Choosing an EFIS system and brand
From: 
Robert Brunkenhoefer <robertbrunk(at)mac.com>
Date: 
Jan 30, 2016
      
      
      I have used AFS and upg added through the years. Rob is always there for me to
      also help me learn to use his efis. I am proud of my choice. 
      
      Sent from my iPad
      
      > On Jan 30, 2016, at 1:48 PM, kevino  wrote:
      > 
      > 
      > I have AFS in my rv10 and a carbon cub. Have evolved with afs from 3500 to 5600.
      They have been well ahead of the industry continuing enhancements for the
      last six yrs I have been a user. They offer not only an excellent product supported
      by a deep bench with the ownership by Dynon, but a commitment to the customer
      that is hard to beat. I have emailed Rob many times on weekends etc and
      get immediate answers. His team in his office are excellent. I certainly endorse
      Rob's comments in this thread
      > 
      > 
      > 
      > 
      > Read this topic online here:
      > 
      > http://forums.matronics.com/viewtopic.php?p=452447#452447
      > 
      > 
      > 
      > 
      > 
      > 
      > 
      > 
      > 
      > 
      
      
________________________________________________________________________________
Subject: 
Re: Choosing an EFIS system and brand (Europe/APJ) Nav  Database
From: 
Werner Schneider <glastar(at)gmx.net>
Date: 
Jan 31, 2016
      
      
      2nd try
      
      On 30.01.2016 21:41, Werner Schneider wrote:
      > Now following items are ONLY relevant for EUROPE or 
      > Asia/Pacific(different price!)!!
      >
      > Nav Data for the different EFIS Systems from Jeppesen (without VAT) 2015:
      >
      > EFIS                                                VFR             
      >                               IFR Plates
      >
      > Garmin G3X                                 134.50*  (+150 
      > obstacles**)       ???         232 (Safe Taxi) 151 (Airport 
      > Directory*)    * this Data is Atlantic International so bigger then 
      > Europe only
      > Advanced Flight Systems           295 including obstacles**          ???
      > Dynon Skyview                           149 (317 with 
      > obstacles**)          ???
      > Grand Rapid Technologies         127   (246 with obstacles**)     
      > 169 (287 with obstacles**)
      >
      > ** some EFIS do include obstacles in their own edition so I'm not sure 
      > what teh Jeppesen obstacles will buy you in addition
      >
      > For Dynon and AFS there is for VFR a 2nd possibility with:
      >
      >    PocketFMS Data which is 119 *covering world wide* and having as 
      > well IFR reporting points and smaller airfields not found in Jeppesen; 
      > plates, some are free (e.g. France, Italy, others for additional fee)
      >                                             for 150 you get in 
      > addition to above as well the naviagation program EasyVFR for Android 
      > and IOS, which includes weather, W&B, Notam, flightplaning (including 
      > upload to EFIS) and activating FPLs and much more.
      >
      > At the end when IFR is your mission (which only a few European 
      > countries allow for homebuilts)  this might limit your choice or you 
      > need to investigate in the ???
      >
      > Cheers Werner
      >
      > On 27.01.2016 15:17, Werner Schneider wrote:
      >>
      >> Carlos,
      >>
      >> ..........
      >> You need to take cost wise into account what the database will cost 
      >> you yearly (as for Europe this is extra cost).
      >>
      
      
________________________________________________________________________________
From: 
"Carlos Trigo" <trigo(at)mail.telepac.pt>
Subject: 
Re: Choosing an EFIS system (was "and brand")
Date: 
Feb 01, 2016
      
      Fowkes
      
      
      As the initiator of this thread, it=92s time to thank everybody who respond
      ed
      (perhaps except to those who deviated from the central issue=85 L).
      
      
      Now, we=92ve beaten to death the =93Brand=94 question: it seems it should b
      e
      Garmin or Dynon, closely followed by GRT.
      
      
      Now, on the =93System=94 question, almost nobody responded to this.
      
      I know it all depends on the mission, the available space, the available $$
      ,
      but 
      
      
      What is the ideal system for a cross country RV-10?
      
      2 or 3 screens?
      
      Touch or buttons?
      
      1 or 2 ADHARS?
      
      Integrated comm radio?
      
      Integrated Xpdr?
      
      ADS-B?
      
      
      I appreciate your views on this issues
      
      
      Carlos  
      
      
      -----Original Message-----
      From: owner-rv10-list-server(at)matronics.com
      [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of kearney
      Sent: s=E1bado, 30 de Janeiro de 2016 03:47
      Subject: RV10-List: Re: Choosing an EFIS system and brand
      
      
      kearney(at)shaw.ca>
      
      
      Hi
      
      
      I think a key factor to consider is how much of the work you are going to d
      o
      yourself and how much will be done for you. The reason I say this is if you
      
      are inexperienced (as I was) when building your panel then good support is
      absolutely essential. Rob and his crew at AFS were and are most helpful as
      is Tim at Approach Systems where I bought my non EFIS avionics.
      
      
      In short, keep in mind how much support you will need from your supplier(s)
      =2E
      The cheapest option may not be in many cases be the best option.
      
      
      Cheers
      
      
      Les
      
      
      Read this topic online here:
      
       <http://forums.matronics.com/viewtopic.php?p=452431#452431>
      http://forums.matronics.com/viewtopic.php?p=452431#452431
      
      
      www.buildersbooks.com
      
      
      http://www.matronics.com/contribution
      
      
      st
      Day
      
      
      http://www.matronics.com/Navigator?RV10-List
      
      
      http://www.matronics.com/contribution
      
      
      ---
      Este e-mail foi verificado em termos de v=EDrus pelo software antiv=EDrus A
      vast.
      https://www.avast.com/antivirus
      
________________________________________________________________________________
From: 
Jesse Saint <jesse(at)saintaviation.com>
Subject: 
Re: Choosing an EFIS system (was "and brand")
Date: 
Feb 01, 2016
      
      Responding below. 
      
      Jesse Saint
      Saint Aviation, Inc.
      352-427-0285
      jesse(at)saintaviation.com
      
      Sent from my iPad
      
      > On Feb 1, 2016, at 8:48 AM, Carlos Trigo  wrote:
      > 
      > Fowkes
      >  
      > As the initiator of this thread, it=99s time to thank everybody who r
      esponded (perhaps except to those who deviated from the central issue
       L).
      >  
      > Now, we=99ve beaten to death the =9CBrand=9D question: i
      t seems it should be Garmin or Dynon, closely followed by GRT.
      >  
      > Now, on the =9CSystem=9D question, almost nobody responded to t
      his.
      > I know it all depends on the mission, the available space, the available $
      $, but
      >  
      > What is the ideal system for a cross country RV-10?
      > 2 or 3 screens?
      The 2nd screen is not required, but really nice to have. The 3rd is nothing b
      ut a right seat screen. Absolutely not needed.
      > Touch or buttons?
      Both (narrows down the playing field significantly :-) ). In all seriousness
      , don't even consider the G3X non-touch. Dynon touch is only $395 more and w
      ell worth it. Does GRT have touch yet?
      > 1 or 2 ADHARS?
      2
      > Integrated comm radio?
      Really nice but not required. 
      > Integrated Xpdr?
      Nice but not required. 
      > ADS-B?
      Absolutely, both in and out. 
      >  
      > I appreciate your views on this issues
      >  
      > Carlos 
      >  
      >  
      >  
      >  
      > -----Original Message-----
      > From: owner-rv10-list-server(at)matronics.com [mailto:owner-rv10-list-server@
      matronics.com] On Behalf Of kearney
      > Sent: s=C3=A1bado, 30 de Janeiro de 2016 03:47
      > To: rv10-list(at)matronics.com
      > Subject: RV10-List: Re: Choosing an EFIS system and brand
      >  
      >  
      > Hi
      >  
      > I think a key factor to consider is how much of the work you are going to d
      o yourself and how much will be done for you. The reason I say this is if yo
      u are inexperienced (as I was) when building your panel then good support is
       absolutely essential. Rob and his crew at AFS were and are most helpful as i
      s Tim at Approach Systems where I bought my non EFIS avionics.
      >  
      > In short, keep in mind how much support you will need from your supplier(s
      ).  The cheapest option may not be in many cases be the best option.
      >  
      > Cheers
      >  
      > Les
      >  
      >  
      >  
      > Read this topic online here:
      > http://forums.matronics.com/viewtopic.php?p=452431#452431
      > <  November is the Annual List Fund Raiser.  Click on
      > www.buildersbooks.com
      > 
      > http://www.matronics.com/contribution
      > 
      > _tp://www.matronics.com/Navigator?RV10-List">http://www.matronics.com/Navi
      gator?RV10-List<==============
      > http://forums.matronics.com
      > 
      > http://www.matronics.com/contribution
      > 
      >  
      >  
      > Este e-mail foi enviado a partir de um computador sem v=C3=ADrus protegido
       pela Avast. 
      > www.avast.com
      
________________________________________________________________________________
Subject: 
Re: Choosing an EFIS system (was "and brand")
From: 
Kelly McMullen <kellym(at)aviating.com>
Date: 
Feb 01, 2016
      
      
      How many backups are enough? Will you have pilot only in left seat, or 
      might it be flown from right seat? Do you want PFD in front of both 
      seats and a map/MFD in the middle? What do you want for PFD 
      backup...steam gauges, second PFD with its own ADAHRS?
      You have to decide layout for how you and anyone else who might fly it 
      want. If you want to go into Class B or C or above 10,000 ft you need 
      ADS-B out. If you are going cross country you want ADS-B -In  for 
      weather and traffic. Do you want IFR GPS capability, or are you content 
      to use VOR/ILS for legal IFR navigation?
      I chose 2 Dynon 10" screens. I might upgrade one to touch. I have Dynon 
      D1 mini-EFIS for tie-breaker and separate software not common to Skyview 
      system. I have GTN-650 for legal GPS, and SL 30 for second nav-com. If I 
      were buying today I would prefer the Avidyne IFD540.
      With the Dynon I have VFR GPS, 2 ADAHRS, 2 backup batteries, their 
      1090ES transponder and ADSB-In receiver, along with their heated 
      pitot/AOA probe. I purchased the Seattle Avionics chart package to have 
      sectionals, enroute and approach charts on screen. Most of my flights 
      will have two pilots on board, so I bought AeroSport symmetrical panel 
      to have most everything available and in front of both seats.
      
      On 2/1/2016 6:48 AM, Carlos Trigo wrote:
      > Fowkes
      >
      > As the initiator of this thread, its time to thank everybody who
      > responded (perhaps except to those who deviated from the central issue L).
      >
      > Now, weve beaten to death the Brand question: it seems it should be
      > Garmin or Dynon, closely followed by GRT.
      >
      > Now, on the System question, almost nobody responded to this.
      >
      > I know it all depends on the mission, the available space, the available
      > $$, but
      >
      > What is the ideal system for a cross country RV-10?
      >
      > 2 or 3 screens?
      >
      > Touch or buttons?
      >
      > 1 or 2 ADHARS?
      >
      > Integrated comm radio?
      >
      > Integrated Xpdr?
      >
      > ADS-B?
      >
      > I appreciate your views on this issues
      >
      > Carlos
      >
      > -----Original Message-----
      > From: owner-rv10-list-server(at)matronics.com
      > [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of kearney
      > Sent: sbado, 30 de Janeiro de 2016 03:47
      > To: rv10-list(at)matronics.com
      > Subject: RV10-List: Re: Choosing an EFIS system and brand
      >
      > >
      >
      > Hi
      >
      > I think a key factor to consider is how much of the work you are going
      > to do yourself and how much will be done for you. The reason I say this
      > is if you are inexperienced (as I was) when building your panel then
      > good support is absolutely essential. Rob and his crew at AFS were and
      > are most helpful as is Tim at Approach Systems where I bought my non
      > EFIS avionics.
      >
      > In short, keep in mind how much support you will need from your
      > supplier(s).  The cheapest option may not be in many cases be the best
      > option.
      >
      > Cheers
      >
      > Les
      >
      > Read this topic online here:
      >
      > http://forums.matronics.com/viewtopic.php?p=452431#452431
      >
      > <  November is the Annual List Fund Raiser.  Click on
      >
      > www.buildersbooks.com
      >
      > http://www.matronics.com/contribution
      >
      > _tp://www.matronics.com/Navigator?RV10-List">http://www.matronics.com/Navigator?RV10-List<==============
      >
      > http://forums.matronics.com
      >
      > http://www.matronics.com/contribution
      >
      > Este e-mail foi enviado a partir de um computador sem vrus protegido
      > pela Avast.
      > www.avast.com
      > 
      >
      >
      
      
________________________________________________________________________________
From: 
Kelly McMullen <apilot2(at)gmail.com>
Date: 
Jan 31, 2016
Subject: 
Tow Bar
      
      I have the Bogart Tow bar. My nose gear is a Matco wheel with Matco axle.
      When I put the tow bar on the axle bolt and nut, the tow bar slips off very
      easily, making turning and pushing almost impossible Is thee a way to lock
      the tow bar onto the axle?
      -sent from the microchip implanted in my forearm
      
________________________________________________________________________________
From: 
Geoff Combs <g.combs(at)aerosportmodeling.com>
Subject: 
Re: Tow Bar
Date: 
Feb 02, 2016
      
      
      You do not use the wheel axle bolt for the tow bar. You use the forward tow bar
      attach 
      Bolts That hold the front of the wheel pant bracket.
      
      Geoff
      
      Sent from my iPhone
      Geoff Combs
      Aerosport 
      
      
      > On Jan 31, 2016, at 11:56 PM, Kelly McMullen  wrote:
      > 
      > I have the Bogart Tow bar. My nose gear is a Matco wheel with Matco axle.
      > When I put the tow bar on the axle bolt and nut, the tow bar slips off very easily,
      making turning and pushing almost impossible Is thee a way to lock the
      tow bar onto the axle?
      > -sent from the microchip implanted in my forearm
      
      
________________________________________________________________________________
From: 
Kelly McMullen <apilot2(at)gmail.com>
Date: 
Feb 02, 2016
Subject: 
Re: Tow Bar
      
      That explains a lot...haven't gotten around to mounting those brackets
      yet.  Thanks Geoff.
      
      -sent from the microchip implanted in my forearm
      
      On Tue, Feb 2, 2016 at 5:55 AM, Geoff Combs 
      wrote:
      
      > g.combs(at)aerosportmodeling.com>
      >
      > You do not use the wheel axle bolt for the tow bar. You use the forward
      > tow bar attach
      > Bolts That hold the front of the wheel pant bracket.
      >
      > Geoff
      >
      > Sent from my iPhone
      > Geoff Combs
      > Aerosport
      >
      >
      > > On Jan 31, 2016, at 11:56 PM, Kelly McMullen  wrote:
      > >
      > > I have the Bogart Tow bar. My nose gear is a Matco wheel with Matco axle.
      > > When I put the tow bar on the axle bolt and nut, the tow bar slips off
      > very easily, making turning and pushing almost impossible Is thee a way to
      > lock the tow bar onto the axle?
      > > -sent from the microchip implanted in my forearm
      >
      >
      
________________________________________________________________________________
Subject: 
Re: Tow Bar
From: 
Bill Watson <Mauledriver(at)nc.rr.com>
Date: 
Feb 02, 2016
      
      
      Geoff answered the question but you might give this some thought as work 
      on the brackets....
      
      As I recall, the original design has the 'forward tow bar attach bolts' 
      setup so they are recessed inside of the wheel pant for a nice 
      streamlined appearance/performance.  I copied a number of other builders 
      in  lengthening the bolts so that stainless cap head bolts sit external 
      to the wheel pant.   There was a bit more to it but it's been awhile and 
      I'm not looking at anything.  The mods were fully discussed and 
      documented here on the forum.
      
      As I go into 5 years of operation, the external tow points have worked 
      great with the Bogert tow bar.  More importantly they have eased 
      operations at visiting airports because the tow points are obvious, 
      easily used by common commercial tow bars, and because of some 
      protective washers they minimize damage to the wheel pant from line 
      folks.  And it still looks pretty good though not all neat and recessed.
      
      There may be other and better solutions out there now but that mod has 
      been good to me and I recommend it.
      
      The Bogie Bar has also be come my control lock - it can work without 
      modification but the addition of some tabs  to lock into the rudder 
      pedals makes it fool proof.
      On 1/31/2016 11:56 PM, Kelly McMullen wrote:
      > I have the Bogart Tow bar. My nose gear is a Matco wheel with Matco axle.
      > When I put the tow bar on the axle bolt and nut, the tow bar slips off 
      > very easily, making turning and pushing almost impossible Is thee a 
      > way to lock the tow bar onto the axle?
      > -sent from the microchip implanted in my forearm
      
      
      ---
      This email has been checked for viruses by Avast antivirus software.
      https://www.avast.com/antivirus
      
      
________________________________________________________________________________
Date: 
Feb 02, 2016
Subject: 
Re: Tow Bar
From: 
davidsoutpost <davidsoutpost(at)comcast.net>
      
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      PT09PT09PT09PT09PT09PT09PT09PT09CgoKCg=
      
________________________________________________________________________________
From: 
"Stein Bruch" <stein(at)steinair.com>
Subject: 
Re: Choosing an EFIS system (was "and brand")
Date: 
Feb 02, 2016
      
      Hi Carlos,
      
      
      Again you=92ll get lots of opinions=85but I=92ll share my 2 cents as 
      usual!
      
      
      For 2 or 3 screens I=92d say a lot depends on who is often flying in the 
      right
      seat.  If you often have a =93pilot type=94 or someone who enjoys seeing 
      what is
      going on, or if you fly from the right seat than 2 or 3 screen is a very
      nice luxury. It also depends on whether or not you want to have 2 
      screens
      directly in front of the pilot or split them Left/Right.  I=92d say in 
      an
      RV-10 2 screens is almost a must, it=92s how you position them that is a 
      very
      personal thing.  The 3rd screen can be a nice central MFD type display 
      for
      autopilot controls, engine info, vertical power info, flight planning,
      etc.., but again a very personal thing.
      
      
      Touch or buttons at this point is hardly a deciding factor in my 
      opinion.
      That whole debate is almost a marketing exercise, as a well-designed 
      touch
      system still has dedicated knobs and buttons for critical functions 
      (despite
      what various marketing hypes say), so in the end that in itself 
      shouldn=92t be
      a major factor in the decision making process in my opinion.  The world 
      is
      moving to touchscreens whether we like the idea or not, and sometimes a
      poorly designed touch interface or menu structure with tons of buttons 
      can
      be just as distracting as a simplified structure with less 
      buttons=85.but both
      are perfectly usable in most any condition. The fact of the matter is 
      that
      if it=92s so bumpy that a touch is unusable, buttons will also be 
      difficult.
      
      
      The multiple ADAHRS thing also depends much on your mission and 
      equipment.
      Do not confuse redundancy with reliability.  Multiple ADAHRS systems are
      fantastic redundancy, but don=92t necessarily add to overall 
      reliability.
      
      
      Integrated comm radios are also something that has pretty much become
      standard no matter which system you buy so again, I wouldn=92t place 
      that as
      much of a deciding factor. Both Dynon & Garmin do a pretty nice job with
      their radio interfaces and both have their own =93pro=92s=94.
      
      
      The integrated transponder is pretty much standard with all of the 
      systems
      and both are good=85no deciding factor there.
      
      
      ADS-B is also pretty much standard with all systems, so again not a 
      deciding
      factor in my opinion.
      
      
      So in the end I=92d pick the system that you like to look at and play
      with=85.and you can be pretty assured you=92ll love whichever one you 
      choose.
      
      
      Cheers,
      
      Stein
      
      
      From: owner-rv10-list-server(at)matronics.com
      [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Carlos Trigo
      Sent: Monday, February 01, 2016 7:49 AM
      Subject: RE: RV10-List: Re: Choosing an EFIS system (was "and brand")
      
      
      Fowkes
      
      
      As the initiator of this thread, it=92s time to thank everybody who 
      responded
      (perhaps except to those who deviated from the central issue=85 :().
      
      
      Now, we=92ve beaten to death the =93Brand=94 question: it seems it 
      should be
      Garmin or Dynon, closely followed by GRT.
      
      
      Now, on the =93System=94 question, almost nobody responded to this.
      
      I know it all depends on the mission, the available space, the available 
      $$,
      but 
      
      
      What is the ideal system for a cross country RV-10?
      
      2 or 3 screens?
      
      Touch or buttons?
      
      1 or 2 ADHARS?
      
      Integrated comm radio?
      
      Integrated Xpdr?
      
      ADS-B?
      
      
      I appreciate your views on this issues
      
      
      Carlos  
      
      
      -----Original Message-----
      From: owner-rv10-list-server(at)matronics.com
      
      [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of kearney
      Sent: s=E1bado, 30 de Janeiro de 2016 03:47
      Subject: RV10-List: Re: Choosing an EFIS system and brand
      
      
      kearney(at)shaw.ca>
      
      
      Hi
      
      
      I think a key factor to consider is how much of the work you are going 
      to do
      yourself and how much will be done for you. The reason I say this is if 
      you
      are inexperienced (as I was) when building your panel then good support 
      is
      absolutely essential. Rob and his crew at AFS were and are most helpful 
      as
      is Tim at Approach Systems where I bought my non EFIS avionics.
      
      
      In short, keep in mind how much support you will need from your 
      supplier(s).
      The cheapest option may not be in many cases be the best option.
      
      
      Cheers
      
      
      Les
      
      
      Read this topic online here:
      
       <http://forums.matronics.com/viewtopic.php?p=452431#452431>
      http://forums.matronics.com/viewtopic.php?p=452431#452431
      
      
      www.buildersbooks.com <http://www.buildersbooks.com> 
      
      http://www.matronics.com/contribution
      
      
      _tp://www.matronics.com/Navigator?RV10-List">http://www.matronics.com/Nav
      iga
      tor?RV10-List <http://www.matronics.com/Navigator?RV10-List%3c>
      <==============
      
      http://forums.matronics.com
      
      http://www.matronics.com/contribution
      
      
      Este e-mail foi enviado a partir de um computador sem v=EDrus protegido 
      pela
      Avast. 
      
       www.avast.com 
      
      
________________________________________________________________________________
Subject: 
Re: Tow Bar
From: 
"kearney" <kearney(at)shaw.ca>
Date: 
Feb 02, 2016
      
      
      HI
      
      A few years ago there was a bolt / helicoil / tap kit that was making its way from
      builder to builder.
      
      The intent was to use heilcoils in the bolt holes as the raw aluminum would eventually
      give way. The bolts were longer so that the head protruded out of the
      pants. A large washer was placed under the head so the tow bar never was inside
      the wheel pant. This prevents wheel pant damage if the tow bar slips off. AT
      least only paint gets scratched and the F/G doesn't get This up.
      
      Cheers
      
      Les
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=452533#452533
      
      
________________________________________________________________________________
Subject: 
Re: Choosing an EFIS system (was "and brand")
From: 
"Bob Turner" <bobturner(at)alum.rpi.edu>
Date: 
Feb 02, 2016
      
      
      trigo(at)mail.telepac.pt wrote:
      > Fowkes
      >  
      > As the initiator of this thread, its time to thank everybody who responded (perhaps
      except to those who deviated from the central issue L).
      >  
      > Now, weve beaten to death the Brand question: it seems it should be Garmin or
      Dynon, closely followed by GRT.
      >  
      > Now, on the System question, almost nobody responded to this.
      > I know it all depends on the mission, the available space, the available $$,
      but 
      >  
      > What is the ideal system for a cross country RV-10?
      > 2 or 3 screens?
      > Touch or buttons?
      > 1 or 2 ADHARS?
      > Integrated comm radio?
      > Integrated Xpdr?
      > ADS-B?
      >  
      > I appreciate your views on this issues
      >  
      > Carlos 
      >  
      >  
      >  
      >  
      > --
      
      
      My personal biases and opinions:

---

January 04, 2016 - February 02, 2016

RV10-Archive.digest.vol-lm

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