The G3i ignition uses your current magneto and adapts a MSD6 or MSD6AL ignit
      ion box to it. It retains the magneto function if 12V is removed from the sy
      stem and it provides a high energy electronic ignition when 12v is available
      . Tom is a friend and provides great customer service. 
      www.g3ignition.com
      
      The EFII by Robert Paisley can also utilized to replace a single Mag, both m
      ags, and or the entire fuel injection / ignition system can be utilized. It i
      s a modular system and can components can be added later if desired. Robert i
      s also known for his stellar customer service and support. 
      www.flyefii.com
      
      I am using the EFII system and love it. I have 2 alternators (1 belt driven a
      nd 1 vacuum pad driven) for redundancy. During my runup, I only get a 10 rpm
       drop when I shut off one coil pack at a time. Impressive performance. His s
      ystems are used on many birds at the Reno Air Races. 
      
      Hope this helps
      Justin
      
      > On Sep 3, 2016, at 20:55, Albert  wrote:
      > 
      > Has anyone received a P Mag yet? Really interested in hearing how they wor
      k. The 4 Cylinder version seems to be fine.
      > Albert Gardner
      > RV-10 N991RV
      > Yuma, AZ
      > PS: Wonder if they make an asbestos covered model for Arizona
      >  
      
________________________________________________________________________________
From: 
Jesse Saint <jesse(at)saintaviation.com>
Subject: 
Re: windscreen
Date: 
Sep 12, 2016
      
      We think the fiberglass is a much better look. The whole cabin top is fiberg
      lass and the windows are all glued in, so making the fairing "permanent" fit
      s well. The metal fairing says "I didn't think I could get the fiberglass on
      e to look good" in my opinion. 
      
      Jesse Saint
      Saint Aviation, Inc. 
      jesse(at)saintaviation.com
      C: 352-427-0285
      F: 815-377-3694
      
      Sent from my iPhone
      
      > On Sep 12, 2016, at 8:49 PM, Bryan Wade  wrote:
      > 
      > Last week there were a few postings about the Cee Bailey=99s windscr
      een. I was also curious if anyone has used the M.L. Skunkworks windscreen fa
      iring and what their thoughts are? I like the looks of it personall
      y and it would seem to save some labor over fiber glassing.
      >  
      >  
      > http://www.mlblueskunk.com/Windscreen_Fairings.html
      >  
      >  
      
________________________________________________________________________________
Subject: 
Re: Headset jacks
From: 
Bill Watson <Mauledriver(at)nc.rr.com>
Date: 
Sep 13, 2016
      
      Here's what I did in the front seats to accommodate powered Bose jacks 
      and regular jacks.  It has worked great.
      
      Front Jacks mounted on side walls 
      <http://www.mykitlog.com/users/display_log.php?user=MauleDriver&project=224&category=4053&log=117561&row=5>
      
      What's not shown are the hooks mounted out of sight on the side walls 
      near the rudder pedals.  When not in  use, the headsets are hung there, 
      out of the sun and mostly out of sight.  It keeps the cables out of the 
      way for entry and exit though they do lay on the floor.  Even new 
      passengers have no trouble returning the headset to the hook even though 
      the hook itself can't be seen.
      
________________________________________________________________________________
From: 
Kelly McMullen <apilot2(at)gmail.com>
Date: 
Sep 13, 2016
Subject: 
MT Update
      
      You may recall, that my 860-5 serial number was included on the SB31 list.
      I sent it in th MT-USA such that they had it when the SB was finalized. A
      week ago Friday they called to get payment for return shipping. I received
      it late this past Friday, installed it on Saturday, and Sunday did a full
      power static rpm check.
      Yesterday I took it out and flew it. Worked perfectly, both for redline and
      for cycling at 1700 rpm runup pripr to launch. Time will tell if MT has the
      right solution.
      -sent from the I-chip implanted in my forearm
      
________________________________________________________________________________
Date: 
Sep 13, 2016
From: 
Ed Godfrey <egodfrey(at)ameritech.net>
Subject: 
Nose wheel fairing clearances
      
      All,
           I was working on fitting the aft nose wheel fairing today and I 
      believe that I may have an issue. According to the plans, the rearmost 
      edge of the aft fairing is supposed to be 20 5/32" aft of the center of 
      the axle. I trimmed and retrimmed the relief for the nose wheel strut, 
      but I think that I may have trimmed it a bit too much. I looked online 
      and saw a number of different fairings that only had the trimmed area in 
      the localized to the recess area for the overlap of the forward part of 
      the nose wheel fairing. I am looming for any wisdom or opinions as to 
      whether this is one of those "build on" moments, or did I make an error 
      in my fitting?
      
      
      I did contact Van's, but did not really get any real advice that was usable.
      
      Ed Godfrey
      
________________________________________________________________________________
Subject: 
Re: Nose wheel fairing clearances
From: 
Linn Walters <flying-nut(at)cfl.rr.com>
Date: 
Sep 13, 2016
      
      Build on.  I couldn't get the aft wheel pant to come forward because the 
      bulkhead was too far forward.  I made a 'relief' in the bulkhead to 
      clear the tire.  My cutout for the strut comes back to the joggle.  
      Carefully trim the nose piece and everything will be hidden by the strut 
      cover.  After I got the pant fully mounted I over-countersunk the screws 
      for the bracket and filled over them.  I also made the tow bar 
      attachment out of 1.5" aluminum rod with a 'step' turned that fit the 
      hole in the wheel pant ..... and sanded it down to be level with the 
      fiberglass.  Used the socket head screw to bolt the rod to the nose gear.
      Linn
      
      
      On 9/13/2016 7:22 PM, Ed Godfrey wrote:
      > All,
      >     I was working on fitting the aft nose wheel fairing today and I 
      > believe that I may have an issue. According to the plans, the rearmost 
      > edge of the aft fairing is supposed to be 20 5/32" aft of the center 
      > of the axle. I trimmed and retrimmed the relief for the nose wheel 
      > strut, but I think that I may have trimmed it a bit too much. I looked 
      > online and saw a number of different fairings that only had the 
      > trimmed area in the localized to the recess area for the overlap of 
      > the forward part of the nose wheel fairing. I am looming for any 
      > wisdom or opinions as to whether this is one of those "build on" 
      > moments, or did I make an error in my fitting?
      >
      >
      > I did contact Van's, but did not really get any real advice that was 
      > usable.
      >
      > Ed Godfrey
      
      
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      9azbXVnvbmaBot8anAUD9K0QBb2rPIRdIkUGfus3JHp7VasEGkz3IcpJDKpQ9Bx25Pehgitd
      +INQt54rV3H2TPyg/wB3pT0E5uUmOxYiQANpZifpUtWGWriG0ttXiuwu98AsCu09MVT8X3Al
      gSey/eyLneF6c9/rS6gZ/hz+0Nbs2vFBBtly4J5GOlaM+vWviPcs0CQ3CKAMHkkdSaUtwLtg
      sWoWTWIAYZOcLjJ7VjQWklnqYs5c9NuB+maSAtS+In0iVraKAAY+ZyeqnggVTnmAu4bi2U7u
      VGxeT71SQFLWdJlufKu0bLgncrEZ+tWrXWW0uNLr5DIBhgwyPQ/hT3EVvtL63CCBvKk7QOKv
      x+GZLyyla4kSJlXcq55oegGPpsw09mimOTyQD60P4gujO0XmYUggL2xQIQWLRKJJ8KjjI96S
      +05YJEmgl3pgHigBNQIuQhiBQgcjNJBeTTN+9YsV6ZpWEOllt7mJwwxKOx9KrwWE7khSvl9C
      T1o2A//Z
      
________________________________________________________________________________
Subject: 
Re: Nose wheel fairing clearances
From: 
"bill.peyton" <peyton.b(at)sbcglobal.net>
Date: 
Sep 13, 2016
      
      
      It appears to me you have cut the notch too far back into the rear section.  It
      also appears that the rear of the fairing is to high.  My notch just protrudes
      into the joggle of the rear fairing.  The majority of the cutout is in the front
      section.
      
      --------
      Bill 
      WA0SYV
      Aviation Partners, LLC
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=460470#460470
      
      
________________________________________________________________________________
Subject: 
Re: windscreen
From: 
"Rocketman1988" <Rocketman(at)etczone.com>
Date: 
Sep 15, 2016
      
      
      That's a pretty big generalization. 
      
      "...couldn't get the fiberglass to look good...", really?
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=460494#460494
      
      
________________________________________________________________________________
From: 
"Albert" <ibspud(at)roadrunner.com>
Subject: 
Slick Ignition Harness
Date: 
Sep 15, 2016
      
      I made repairs to my Slick harness and have some things to share. I 
      understand there are various mag models and this may not apply to them 
      but mine is a 6351. The pdf document that Tim Olsen shared (Champion 
      L-1499B Ignition Lead Assembly & Maintenance Manual) is what I referred 
      to. I bought the T-200 Slick Ignition Harness Tool Kit from Spruce and 
      three 72" lead assemblies (Kelley S100-72) . The maintenance manual is 
      somewhat inadequate in that it referes to Slick Ignition wires that 
      apparently differ from either Skytronics or Kelley. The Slick wires 
      referred to in the maintenance manual have a coiled center conductor 
      whereas Skytronics and Kelley have a stranded conductor. On Slick wire 
      you have to insert the little screw (that holds the spring) into the 
      coiled conductor but on stranded wire it is crimped on. I just happened 
      to have a crimper that works which I got from SteirAir to crimp the pins 
      for my intercom connectors.
      
      
      Since the spark plug ends are already on the Kelley leads, cutting them 
      to the right length, crimping the little screw on and then pressing them 
      into the mag cap went well.  The Kelley 72" leads are somewhat 
      expensive, for me about $85 each so to build a complete 6 or 12 wire 
      harness would be out of the question. Better to buy one. My problem was 
      I couldn't find out how long the leads were in any specific kit without 
      pulling one off the shelf and measuring them plus I had 3 leads that 
      were long enough so only needed 3. Also lead time to have a custom 
      harness made were way too long.
      
      
      I see big problems in trying to make your own harness: where to get lead 
      wire and where to get the various parts at the mag end (drive ferrule, 
      insulator sleeve, crimp on connector and spring). Plus you will have to 
      make up the plug end also and get those parts.
      
      
      Repairing mine using Kelleys leads worked OK for me but next time I'm 
      going to look for someone else to make me a complete harness.
      
      Albert Gardner
      
      RV-10 N991RV
      
      Yuma, AZ
      
      
________________________________________________________________________________
From: 
Tim Olson <Tim(at)MyRV10.com>
Subject: 
Re: Slick Ignition Harness
Date: 
Sep 16, 2016
      
      I'd agree with everything you said.
      FIXING a harness would be affordable but these days the prices of harness co
      mponents is just too high and so are the harnesses.  We're all screwed if we
       want it done cheap.  The cheapest option would be to find a harness that we
       can use 1/2 of.  Unfortunately it's almost impossible to buy a 1/2 harness n
      ow.  So you buy a complete system and only use 1/2.  If you're lucky and can
       use a stock part number then it's not totally unaffordable.
      But finding a consistent proper length stock harness is tough as slick vs Ke
      lly/skytronics don't seem to follow the same lengths.
      Having a custom harness done is not that much more expensive if you go Kelly
      /Skytronics, but, the process is painful and long.  It took me many emails a
      nd phone calls to get the guy to get an order set up for what I wanted on th
      e RV14. Then it took a good couple weeks or more to get the harness.  I don'
      t remember if it was 2 or 4'weeks but it was long enough to Irritate me a li
      ttle.  Still, it worked out...and if you need every lead to be custom
      Length it's still the cheapest way to go because buying all 4 or 6 leads is m
      ore expensive than custom.  What also would be maybe even more affordable an
      d possibly quicker is to buy a new stock complete harness and then tear it a
      ll apart and transplant the cables from one harness to another to make a cus
      tom one DIY.  That is my likely plan I guess next time. One benefit is that t
      hen you will have a spare harness cap as well. 
      Sadly they make it so expensive and tough to keep these mags in service that
       it gets tempting to remove both but I am
      Philosophically not ready to trust 2 electronic ignitions and I definitely w
      on't be trusting the P-Mag, if it EVER comes out, for at least 8-10 years.  I
      f there weren't issues we would have seen it years ago and I know fears were
       issues. And the talk about impulse coupler problems has me wondering if har
      monics aren't their big problem.
      Anyone know if the engine gear needs to be changed if I pull an impulse coup
      led mag and put on a non-impulse mag? Next time I need an Overhaul I think I
      'll go non impulse.
      
      Anyway, harnesses are a pain so my advice is to care for them well, monitor t
      hem for issues, and then come up with your plan or a replacement harness BEFO
      RE you need one because it may take a while to get what you want.
      Tim
      
      > On Sep 16, 2016, at 1:16 AM, Albert  wrote:
      > 
      > I made repairs to my Slick harness and have some things to share. I unders
      tand there are various mag models and this may not apply to them but mine is
       a 6351. The pdf document that Tim Olsen shared (Champion L-1499B Ignition L
      ead Assembly & Maintenance Manual) is what I referred to. I bought the T-200
       Slick Ignition Harness Tool Kit from Spruce and three 72" lead assemblies (
      Kelley S100-72) . The maintenance manual is somewhat inadequate in that it r
      eferes to Slick Ignition wires that apparently differ from either Skytronics
       or Kelley. The Slick wires referred to in the maintenance manual have a coi
      led center conductor whereas Skytronics and Kelley have a stranded conductor
      . On Slick wire you have to insert the little screw (that holds the spring) i
      nto the coiled conductor but on stranded wire it is crimped on. I just happe
      ned to have a crimper that works which I got from SteirAir to crimp the pins
       for my intercom connectors.
      >  
      > Since the spark plug ends are already on the Kelley leads, cutting them to
       the right length, crimping the little screw on and then pressing them into t
      he mag cap went well.  The Kelley 72" leads are somewhat expensive, for me a
      bout $85 each so to build a complete 6 or 12 wire harness would be out of th
      e question. Better to buy one. My problem was I couldn't find out how long t
      he leads were in any specific kit without pulling one off the shelf and meas
      uring them plus I had 3 leads that were long enough so only needed 3. Also l
      ead time to have a custom harness made were way too long.
      >  
      > I see big problems in trying to make your own harness: where to get lead w
      ire and where to get the various parts at the mag end (drive ferrule, insula
      tor sleeve, crimp on connector and spring). Plus you will have to make up th
      e plug end also and get those parts.
      >  
      > Repairing mine using Kelleys leads worked OK for me but next time I'm goin
      g to look for someone else to make me a complete harness.
      > Albert Gardner
      > RV-10 N991RV
      > Yuma, AZ
      >  
      >  
      
________________________________________________________________________________
From: 
"Carl Froehlich" <carl.froehlich(at)verizon.net>
Subject: 
Slick Ignition Harness
Date: 
Sep 16, 2016
      
      Tim,
      
      
      I note your comment, =9CPhilosophically not ready to trust 2 
      electronic ignitions and I definitely won't be trusting the P-Mag, if it 
      EVER comes out, for at least 8-10 years.  If there weren't issues we 
      would have seen it years ago and I know fears were issues. And the talk 
      about impulse coupler problems has me wondering if harmonics aren't 
      their big problem.=9D
      
      
      The RV-10 is the first airplane I=99ve owned with mags (the RV-8A 
      now has 900 hours on dual pMags).  I=99m now pushing 400 hours on 
      the RV-10 and the mags are in need of overhaul.  I=99m also on my 
      second set of overpriced aircraft plugs.  After careful cylinder 
      balancing I can fly LOP, but above 11k=99 the fixed 25 degrees of 
      advance clearly shows it=99s limitations.  
      
      
      I have some sympathy for eMag on their extended road to produce a TSO 
      ignition.  While the experimental market is ready, they see the prize 
      being all those spam cans out there with owners wanting something better 
      than a 1930 era magneto.
      
      
      Considering my personal operational experience with eMag, I will be 
      installing dual six cylinder pMags on the RV-10 as soon as they mail 
      them to me.
      
      
      Carl  
      
      
      From: owner-rv10-list-server(at)matronics.com 
      [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Tim Olson
      Sent: Friday, September 16, 2016 8:03 AM
      Subject: Re: RV10-List: Slick Ignition Harness
      
      
      I'd agree with everything you said.
      
      FIXING a harness would be affordable but these days the prices of 
      harness components is just too high and so are the harnesses.  We're all 
      screwed if we want it done cheap.  The cheapest option would be to find 
      a harness that we can use 1/2 of.  Unfortunately it's almost impossible 
      to buy a 1/2 harness now.  So you buy a complete system and only use 
      1/2.  If you're lucky and can use a stock part number then it's not 
      totally unaffordable.
      
      But finding a consistent proper length stock harness is tough as slick 
      vs Kelly/skytronics don't seem to follow the same lengths.
      
      Having a custom harness done is not that much more expensive if you go 
      Kelly/Skytronics, but, the process is painful and long.  It took me many 
      emails and phone calls to get the guy to get an order set up for what I 
      wanted on the RV14. Then it took a good couple weeks or more to get the 
      harness.  I don't remember if it was 2 or 4'weeks but it was long enough 
      to Irritate me a little.  Still, it worked out...and if you need every 
      lead to be custom
      
      Length it's still the cheapest way to go because buying all 4 or 6 leads 
      is more expensive than custom.  What also would be maybe even more 
      affordable and possibly quicker is to buy a new stock complete harness 
      and then tear it all apart and transplant the cables from one harness to 
      another to make a custom one DIY.  That is my likely plan I guess next 
      time. One benefit is that then you will have a spare harness cap as 
      well. 
      
      Sadly they make it so expensive and tough to keep these mags in service 
      that it gets tempting to remove both but I am
      
      Philosophically not ready to trust 2 electronic ignitions and I 
      definitely won't be trusting the P-Mag, if it EVER comes out, for at 
      least 8-10 years.  If there weren't issues we would have seen it years 
      ago and I know fears were issues. And the talk about impulse coupler 
      problems has me wondering if harmonics aren't their big problem.
      
      Anyone know if the engine gear needs to be changed if I pull an impulse 
      coupled mag and put on a non-impulse mag? Next time I need an Overhaul I 
      think I'll go non impulse.
      
      
      Anyway, harnesses are a pain so my advice is to care for them well, 
      monitor them for issues, and then come up with your plan or a 
      replacement harness BEFORE you need one because it may take a while to 
      get what you want.
      
      Tim
      
      
      On Sep 16, 2016, at 1:16 AM, Albert  wrote:
      
      I made repairs to my Slick harness and have some things to share. I 
      understand there are various mag models and this may not apply to them 
      but mine is a 6351. The pdf document that Tim Olsen shared (Champion 
      L-1499B Ignition Lead Assembly & Maintenance Manual) is what I referred 
      to. I bought the T-200 Slick Ignition Harness Tool Kit from Spruce and 
      three 72" lead assemblies (Kelley S100-72) . The maintenance manual is 
      somewhat inadequate in that it referes to Slick Ignition wires that 
      apparently differ from either Skytronics or Kelley. The Slick wires 
      referred to in the maintenance manual have a coiled center conductor 
      whereas Skytronics and Kelley have a stranded conductor. On Slick wire 
      you have to insert the little screw (that holds the spring) into the 
      coiled conductor but on stranded wire it is crimped on. I just happened 
      to have a crimper that works which I got from SteirAir to crimp the pins 
      for my intercom connectors.
      
      
      Since the spark plug ends are already on the Kelley leads, cutting them 
      to the right length, crimping the little screw on and then pressing them 
      into the mag cap went well.  The Kelley 72" leads are somewhat 
      expensive, for me about $85 each so to build a complete 6 or 12 wire 
      harness would be out of the question. Better to buy one. My problem was 
      I couldn't find out how long the leads were in any specific kit without 
      pulling one off the shelf and measuring them plus I had 3 leads that 
      were long enough so only needed 3. Also lead time to have a custom 
      harness made were way too long.
      
      
      I see big problems in trying to make your own harness: where to get lead 
      wire and where to get the various parts at the mag end (drive ferrule, 
      insulator sleeve, crimp on connector and spring). Plus you will have to 
      make up the plug end also and get those parts.
      
      
      Repairing mine using Kelleys leads worked OK for me but next time I'm 
      going to look for someone else to make me a complete harness.
      
      Albert Gardner
      
      RV-10 N991RV
      
      Yuma, AZ
      
      
________________________________________________________________________________
Subject: 
Re: Slick Ignition Harness
From: 
Tim Olson <Tim(at)MyRV10.com>
Date: 
Sep 16, 2016
      
      
      That's fine, to each his own.  I know on the 4 cylinders they haven't
      been bad, and I'd even be willing to use them on a 4 cylinder engine.
      But with previous gearing issues they've had and knowing that the
      6 cylinder has different issues in relation to the mag drive,
      I personally am not willing to stick something on that gear case
      until there are a few years and maybe 1,000 units in the field that
      haven't had an issue for a good while.  I'm not willing to be
      THAT experimental in my ignition.
      
      I have lightspeed and it's been good, but, it's the granddaddy of
      electronic ignition systems at this point.  Yes, there are newer,
      but I want to see more track record on them.
      
      For those who like that Gen3 or whatever it is, that attaches
      to a mag, before you go that route, you may want to talk to
      my buddy Lenny.  He was sold on them from the beginning but
      when he finally pulled them off, he actually destroyed them
      just so they wouldn't get into anyone elses hands. He
      now has a Lightspeed on his plane too.
      
      But that all does not discount your experience on your RV-8A.
      I think the pMags have pretty much proven themselves on that
      platform, and I have no issues with them there.  And, if you
      choose to put them on your RV-10, I can applaud that as well.
      SOMEONE has to be the one to take the leap, and if you're
      willing, go for it. We'll all benefit from the knowledge.
      It's just something that I'm not willing to stick my neck out
      on either.  I would also say it's too early to say "hey everyone,
      jump on this bandwagon and try them out!" because without
      a track record, it could just lead people into something
      that could increase our insurance rate.  If it goes well
      though, no big deal.
      
      Tim
      
      On 9/16/2016 8:51 AM, Carl Froehlich wrote:
      > Tim,
      >
      >
      > I note your comment, Philosophically not ready to trust 2 electronic
      > ignitions and I definitely won't be trusting the P-Mag, if it EVER comes
      > out, for at least 8-10 years.  If there weren't issues we would have
      > seen it years ago and I know fears were issues. And the talk about
      > impulse coupler problems has me wondering if harmonics aren't their big
      > problem.
      >
      >
      > The RV-10 is the first airplane Ive owned with mags (the RV-8A now has
      > 900 hours on dual pMags).  Im now pushing 400 hours on the RV-10 and
      > the mags are in need of overhaul.  Im also on my second set of
      > overpriced aircraft plugs.  After careful cylinder balancing I can fly
      > LOP, but above 11k the fixed 25 degrees of advance clearly shows its
      > limitations.
      >
      >
      > I have some sympathy for eMag on their extended road to produce a TSO
      > ignition.  While the experimental market is ready, they see the prize
      > being all those spam cans out there with owners wanting something better
      > than a 1930 era magneto.
      >
      >
      > Considering my personal operational experience with eMag, I will be
      > installing dual six cylinder pMags on the RV-10 as soon as they mail
      > them to me.
      >
      >
      > Carl
      >
      >
      > *From:*owner-rv10-list-server(at)matronics.com
      > [mailto:owner-rv10-list-server(at)matronics.com] *On Behalf Of *Tim Olson
      > *Sent:* Friday, September 16, 2016 8:03 AM
      > *To:* rv10-list(at)matronics.com
      > *Subject:* Re: RV10-List: Slick Ignition Harness
      >
      >
      > I'd agree with everything you said.
      >
      > FIXING a harness would be affordable but these days the prices of
      > harness components is just too high and so are the harnesses.  We're all
      > screwed if we want it done cheap.  The cheapest option would be to find
      > a harness that we can use 1/2 of.  Unfortunately it's almost impossible
      > to buy a 1/2 harness now.  So you buy a complete system and only use
      > 1/2.  If you're lucky and can use a stock part number then it's not
      > totally unaffordable.
      >
      > But finding a consistent proper length stock harness is tough as slick
      > vs Kelly/skytronics don't seem to follow the same lengths.
      >
      > Having a custom harness done is not that much more expensive if you go
      > Kelly/Skytronics, but, the process is painful and long.  It took me many
      > emails and phone calls to get the guy to get an order set up for what I
      > wanted on the RV14. Then it took a good couple weeks or more to get the
      > harness.  I don't remember if it was 2 or 4'weeks but it was long enough
      > to Irritate me a little.  Still, it worked out...and if you need every
      > lead to be custom
      >
      > Length it's still the cheapest way to go because buying all 4 or 6 leads
      > is more expensive than custom.  What also would be maybe even more
      > affordable and possibly quicker is to buy a new stock complete harness
      > and then tear it all apart and transplant the cables from one harness to
      > another to make a custom one DIY.  That is my likely plan I guess next
      > time. One benefit is that then you will have a spare harness cap as well.
      >
      > Sadly they make it so expensive and tough to keep these mags in service
      > that it gets tempting to remove both but I am
      >
      > Philosophically not ready to trust 2 electronic ignitions and I
      > definitely won't be trusting the P-Mag, if it EVER comes out, for at
      > least 8-10 years.  If there weren't issues we would have seen it years
      > ago and I know fears were issues. And the talk about impulse coupler
      > problems has me wondering if harmonics aren't their big problem.
      >
      > Anyone know if the engine gear needs to be changed if I pull an impulse
      > coupled mag and put on a non-impulse mag? Next time I need an Overhaul I
      > think I'll go non impulse.
      >
      >
      > Anyway, harnesses are a pain so my advice is to care for them well,
      > monitor them for issues, and then come up with your plan or a
      > replacement harness BEFORE you need one because it may take a while to
      > get what you want.
      >
      > Tim
      >
      >
      > On Sep 16, 2016, at 1:16 AM, Albert  > wrote:
      >
      >     I made repairs to my Slick harness and have some things to share. I
      >     understand there are various mag models and this may not apply to
      >     them but mine is a 6351. The pdf document that Tim Olsen shared
      >     (Champion L-1499B Ignition Lead Assembly & Maintenance Manual) is
      >     what I referred to. I bought the T-200 Slick Ignition Harness Tool
      >     Kit from Spruce and three 72" lead assemblies (Kelley S100-72) . The
      >     maintenance manual is somewhat inadequate in that it referes to
      >     Slick Ignition wires that apparently differ from either Skytronics
      >     or Kelley. The Slick wires referred to in the maintenance manual
      >     have a coiled center conductor whereas Skytronics and Kelley have a
      >     stranded conductor. On Slick wire you have to insert the little
      >     screw (that holds the spring) into the coiled conductor but on
      >     stranded wire it is crimped on. I just happened to have a crimper
      >     that works which I got from SteirAir to crimp the pins for my
      >     intercom connectors.
      >
      >
      >     Since the spark plug ends are already on the Kelley leads, cutting
      >     them to the right length, crimping the little screw on and then
      >     pressing them into the mag cap went well.  The Kelley 72" leads are
      >     somewhat expensive, for me about $85 each so to build a complete 6
      >     or 12 wire harness would be out of the question. Better to buy one.
      >     My problem was I couldn't find out how long the leads were in any
      >     specific kit without pulling one off the shelf and measuring them
      >     plus I had 3 leads that were long enough so only needed 3. Also lead
      >     time to have a custom harness made were way too long.
      >
      >
      >     I see big problems in trying to make your own harness: where to get
      >     lead wire and where to get the various parts at the mag end (drive
      >     ferrule, insulator sleeve, crimp on connector and spring). Plus you
      >     will have to make up the plug end also and get those parts.
      >
      >
      >     Repairing mine using Kelleys leads worked OK for me but next time
      >     I'm going to look for someone else to make me a complete harness.
      >
      >     Albert Gardner
      >
      >     RV-10 N991RV
      >
      >     Yuma, AZ
      >
      >
      
      
________________________________________________________________________________
From: 
"Carl Froehlich" <carl.froehlich(at)verizon.net>
Subject: 
Was slick Ignition Harness now EI
Date: 
Sep 16, 2016
      
      
      Thanks Tim, we are on the same page.  I know eMag is doing an extensive testing
      program as the FAA will be looking at any hiccups during their TSO cert.  I too
      will be looking at the pMag test data before jumping in.
      
      I note your comment on Lightspeed.  I do have a track record with Lightspeed and
      I consider any Lightspeed install to make the aircraft un-airworthy.  I had
      multiple failures of a dual Lightspeed install in the 8A before I pulled them
      and installed the pMags.  I know of more people with Lightspeed installs that
      had hard failures than I know of people with Lightspeed installs with no failures.
      Add to that the legendary Klaus "no service after the sale and whatever
      went wrong is your fault" and my prohibition on this product is more than justified.
      
      While I'm sure I'll generate a lot of "my Lightspeed have been perfect" comments,
      the mental image of seeing a Lightspeed power breaker pop and not reset while
      flying is etched into my brain.
      
      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: Friday, September 16, 2016 10:27 AM
      Subject: Re: RV10-List: Slick Ignition Harness
      
      
      That's fine, to each his own.  I know on the 4 cylinders they haven't been bad,
      and I'd even be willing to use them on a 4 cylinder engine.
      But with previous gearing issues they've had and knowing that the
      6 cylinder has different issues in relation to the mag drive, I personally am not
      willing to stick something on that gear case until there are a few years and
      maybe 1,000 units in the field that haven't had an issue for a good while. 
      I'm not willing to be THAT experimental in my ignition.
      
      I have lightspeed and it's been good, but, it's the granddaddy of electronic ignition
      systems at this point.  Yes, there are newer, but I want to see more track
      record on them.
      
      For those who like that Gen3 or whatever it is, that attaches to a mag, before
      you go that route, you may want to talk to my buddy Lenny.  He was sold on them
      from the beginning but when he finally pulled them off, he actually destroyed
      them just so they wouldn't get into anyone elses hands. He now has a Lightspeed
      on his plane too.
      
      But that all does not discount your experience on your RV-8A.
      I think the pMags have pretty much proven themselves on that platform, and I have
      no issues with them there.  And, if you choose to put them on your RV-10, I
      can applaud that as well.
      SOMEONE has to be the one to take the leap, and if you're willing, go for it. We'll
      all benefit from the knowledge.
      It's just something that I'm not willing to stick my neck out on either.  I would
      also say it's too early to say "hey everyone, jump on this bandwagon and try
      them out!" because without a track record, it could just lead people into something
      that could increase our insurance rate.  If it goes well though, no big
      deal.
      
      Tim
      
      On 9/16/2016 8:51 AM, Carl Froehlich wrote:
      > Tim,
      >
      >
      > I note your comment, Philosophically not ready to trust 2 electronic 
      > ignitions and I definitely won't be trusting the P-Mag, if it EVER 
      > comes out, for at least 8-10 years.  If there weren't issues we would 
      > have seen it years ago and I know fears were issues. And the talk 
      > about impulse coupler problems has me wondering if harmonics aren't 
      > their big problem.
      >
      >
      > The RV-10 is the first airplane Ive owned with mags (the RV-8A now 
      > has
      > 900 hours on dual pMags).  Im now pushing 400 hours on the RV-10 and 
      > the mags are in need of overhaul.  Im also on my second set of 
      > overpriced aircraft plugs.  After careful cylinder balancing I can fly 
      > LOP, but above 11k the fixed 25 degrees of advance clearly shows its 
      > limitations.
      >
      >
      > I have some sympathy for eMag on their extended road to produce a TSO 
      > ignition.  While the experimental market is ready, they see the prize 
      > being all those spam cans out there with owners wanting something 
      > better than a 1930 era magneto.
      >
      >
      > Considering my personal operational experience with eMag, I will be 
      > installing dual six cylinder pMags on the RV-10 as soon as they mail 
      > them to me.
      >
      >
      > Carl
      >
      >
      > *From:*owner-rv10-list-server(at)matronics.com
      > [mailto:owner-rv10-list-server(at)matronics.com] *On Behalf Of *Tim Olson
      > *Sent:* Friday, September 16, 2016 8:03 AM
      > *To:* rv10-list(at)matronics.com
      > *Subject:* Re: RV10-List: Slick Ignition Harness
      >
      >
      > I'd agree with everything you said.
      >
      > FIXING a harness would be affordable but these days the prices of 
      > harness components is just too high and so are the harnesses.  We're 
      > all screwed if we want it done cheap.  The cheapest option would be to 
      > find a harness that we can use 1/2 of.  Unfortunately it's almost 
      > impossible to buy a 1/2 harness now.  So you buy a complete system and 
      > only use 1/2.  If you're lucky and can use a stock part number then 
      > it's not totally unaffordable.
      >
      > But finding a consistent proper length stock harness is tough as slick 
      > vs Kelly/skytronics don't seem to follow the same lengths.
      >
      > Having a custom harness done is not that much more expensive if you go 
      > Kelly/Skytronics, but, the process is painful and long.  It took me 
      > many emails and phone calls to get the guy to get an order set up for 
      > what I wanted on the RV14. Then it took a good couple weeks or more to 
      > get the harness.  I don't remember if it was 2 or 4'weeks but it was 
      > long enough to Irritate me a little.  Still, it worked out...and if 
      > you need every lead to be custom
      >
      > Length it's still the cheapest way to go because buying all 4 or 6 
      > leads is more expensive than custom.  What also would be maybe even 
      > more affordable and possibly quicker is to buy a new stock complete 
      > harness and then tear it all apart and transplant the cables from one 
      > harness to another to make a custom one DIY.  That is my likely plan I 
      > guess next time. One benefit is that then you will have a spare harness cap as
      well.
      >
      > Sadly they make it so expensive and tough to keep these mags in 
      > service that it gets tempting to remove both but I am
      >
      > Philosophically not ready to trust 2 electronic ignitions and I 
      > definitely won't be trusting the P-Mag, if it EVER comes out, for at 
      > least 8-10 years.  If there weren't issues we would have seen it years 
      > ago and I know fears were issues. And the talk about impulse coupler 
      > problems has me wondering if harmonics aren't their big problem.
      >
      > Anyone know if the engine gear needs to be changed if I pull an 
      > impulse coupled mag and put on a non-impulse mag? Next time I need an 
      > Overhaul I think I'll go non impulse.
      >
      >
      > Anyway, harnesses are a pain so my advice is to care for them well, 
      > monitor them for issues, and then come up with your plan or a 
      > replacement harness BEFORE you need one because it may take a while to 
      > get what you want.
      >
      > Tim
      >
      >
      > On Sep 16, 2016, at 1:16 AM, Albert  > wrote:
      >
      >     I made repairs to my Slick harness and have some things to share. I
      >     understand there are various mag models and this may not apply to
      >     them but mine is a 6351. The pdf document that Tim Olsen shared
      >     (Champion L-1499B Ignition Lead Assembly & Maintenance Manual) is
      >     what I referred to. I bought the T-200 Slick Ignition Harness Tool
      >     Kit from Spruce and three 72" lead assemblies (Kelley S100-72) . The
      >     maintenance manual is somewhat inadequate in that it referes to
      >     Slick Ignition wires that apparently differ from either Skytronics
      >     or Kelley. The Slick wires referred to in the maintenance manual
      >     have a coiled center conductor whereas Skytronics and Kelley have a
      >     stranded conductor. On Slick wire you have to insert the little
      >     screw (that holds the spring) into the coiled conductor but on
      >     stranded wire it is crimped on. I just happened to have a crimper
      >     that works which I got from SteirAir to crimp the pins for my
      >     intercom connectors.
      >
      >
      >     Since the spark plug ends are already on the Kelley leads, cutting
      >     them to the right length, crimping the little screw on and then
      >     pressing them into the mag cap went well.  The Kelley 72" leads are
      >     somewhat expensive, for me about $85 each so to build a complete 6
      >     or 12 wire harness would be out of the question. Better to buy one.
      >     My problem was I couldn't find out how long the leads were in any
      >     specific kit without pulling one off the shelf and measuring them
      >     plus I had 3 leads that were long enough so only needed 3. Also lead
      >     time to have a custom harness made were way too long.
      >
      >
      >     I see big problems in trying to make your own harness: where to get
      >     lead wire and where to get the various parts at the mag end (drive
      >     ferrule, insulator sleeve, crimp on connector and spring). Plus you
      >     will have to make up the plug end also and get those parts.
      >
      >
      >     Repairing mine using Kelleys leads worked OK for me but next time
      >     I'm going to look for someone else to make me a complete harness.
      >
      >     Albert Gardner
      >
      >     RV-10 N991RV
      >
      >     Yuma, AZ
      >
      >
      
      
________________________________________________________________________________
Subject: 
Re: Was slick Ignition Harness now EI
From: 
Tim Olson <Tim(at)MyRV10.com>
Date: 
Sep 16, 2016
      
      
      I remember you saying that I think from previous posts.
      It's interesting the experience difference you had.
      I've never had a breaker pop ever, of any sort, in either plane yet.
      And I've never had an ignition failure once the engine was
      running, other than a mag on an old plane.  So I guess I'm
      pretty lucky.  Most of the RV-10 buddies I have, have one
      lightspeed and one mag.  One has 2 lightspeeds.
      
      For what it's worth, having flown to stop by Klaus's hangar
      before, but also had email/phone support, I think it's a mixed
      bag.  I've been on the end of the "it's your fault" thing with
      him, but I think a lot of that has to do with trust, and with
      the commonality of moronic customers. :)  I work in a field
      that causes me to do tech support daily and I totally get
      what drives those types of responses.  You learn quick not to
      trust anyone, and you see people do stupid things time after
      time after time. So you become preloaded to just realize that
      most issues ARE caused by the user.  Mainly because it's
      a true fact in the largest percentage of cases.  I found that
      once he had some trust in me though, he has always been very
      nice to talk to, and I'm not treated badly at all.  But you have
      to get thru the initial "you must be doing it wrong" before
      you can get that far.  Yeah, ideally it wouldn't be this way,
      but I certainly understand why it is.  Also, a builder needs to
      be fully willing to do all the troubleshooting legwork to diagnose
      the problem.  Too many people call and just complain and want
      you to fix it or diagnose it over the phone.  If someone
      can step up and test things and provide data, they can get
      somewhere much easier. (I'm not saying you did or didn't do
      anything when talking to him...this is all generalization)
      
      Anyway, you're right, you'll hear lots of satisfied people with
      no issues, and lots of negative support comments when it comes
      to LSE, and a few failure stories as well.  Nothing too
      unusual.  I feel perfectly comfortable with them obviously, because
      I put one on my RV-14 after flying 10 years in the -10.  But,
      I also have a spare box for the -10 and want one for the -14 too.
      I don't feel comfortable with ANY product that has only a small
      handful of people working in the company that you can get parts
      or support from.  This includes basically ALL electronic ignition
      companies.  About the only place you can count fully on support
      long term is slick and bendix.  Beyond that, if the wrong
      airplane crashes with the wrong company people in it, you
      may need to retrofit a new system if yours fails.  So, best to
      be prepared for the worst.  I'm a guy who likes having spares. :)
      
      Tim
      
      
      On 9/16/2016 10:05 AM, Carl Froehlich wrote:
      > 
      >
      > Thanks Tim, we are on the same page.  I know eMag is doing an
      > extensive testing program as the FAA will be looking at any hiccups
      > during their TSO cert.  I too will be looking at the pMag test data
      > before jumping in.
      >
      > I note your comment on Lightspeed.  I do have a track record with
      > Lightspeed and I consider any Lightspeed install to make the aircraft
      > un-airworthy.  I had multiple failures of a dual Lightspeed install
      > in the 8A before I pulled them and installed the pMags.  I know of
      > more people with Lightspeed installs that had hard failures than I
      > know of people with Lightspeed installs with no failures.  Add to
      > that the legendary Klaus "no service after the sale and whatever went
      > wrong is your fault" and my prohibition on this product is more than
      > justified.
      >
      > While I'm sure I'll generate a lot of "my Lightspeed have been
      > perfect" comments, the mental image of seeing a Lightspeed power
      > breaker pop and not reset while flying is etched into my brain.
      >
      > 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: Friday, September 16, 2016 10:27 AM To:
      > rv10-list(at)matronics.com Subject: Re: RV10-List: Slick Ignition
      > Harness
      >
      >
      > That's fine, to each his own.  I know on the 4 cylinders they haven't
      > been bad, and I'd even be willing to use them on a 4 cylinder
      > engine. But with previous gearing issues they've had and knowing that
      > the 6 cylinder has different issues in relation to the mag drive, I
      > personally am not willing to stick something on that gear case until
      > there are a few years and maybe 1,000 units in the field that haven't
      > had an issue for a good while.  I'm not willing to be THAT
      > experimental in my ignition.
      >
      > I have lightspeed and it's been good, but, it's the granddaddy of
      > electronic ignition systems at this point.  Yes, there are newer, but
      > I want to see more track record on them.
      >
      > For those who like that Gen3 or whatever it is, that attaches to a
      > mag, before you go that route, you may want to talk to my buddy
      > Lenny.  He was sold on them from the beginning but when he finally
      > pulled them off, he actually destroyed them just so they wouldn't get
      > into anyone elses hands. He now has a Lightspeed on his plane too.
      >
      > But that all does not discount your experience on your RV-8A. I think
      > the pMags have pretty much proven themselves on that platform, and I
      > have no issues with them there.  And, if you choose to put them on
      > your RV-10, I can applaud that as well. SOMEONE has to be the one to
      > take the leap, and if you're willing, go for it. We'll all benefit
      > from the knowledge. It's just something that I'm not willing to stick
      > my neck out on either.  I would also say it's too early to say "hey
      > everyone, jump on this bandwagon and try them out!" because without a
      > track record, it could just lead people into something that could
      > increase our insurance rate.  If it goes well though, no big deal.
      >
      > Tim
      >
      > On 9/16/2016 8:51 AM, Carl Froehlich wrote:
      >> Tim,
      >>
      >>
      >>
      >> I note your comment, Philosophically not ready to trust 2
      >> electronic ignitions and I definitely won't be trusting the P-Mag,
      >> if it EVER comes out, for at least 8-10 years.  If there weren't
      >> issues we would have seen it years ago and I know fears were
      >> issues. And the talk about impulse coupler problems has me
      >> wondering if harmonics aren't their big problem.
      >>
      >>
      >>
      >> The RV-10 is the first airplane Ive owned with mags (the RV-8A now
      >>  has 900 hours on dual pMags).  Im now pushing 400 hours on the
      >> RV-10 and the mags are in need of overhaul.  Im also on my second
      >> set of overpriced aircraft plugs.  After careful cylinder balancing
      >> I can fly LOP, but above 11k the fixed 25 degrees of advance
      >> clearly shows its limitations.
      >>
      >>
      >>
      >> I have some sympathy for eMag on their extended road to produce a
      >> TSO ignition.  While the experimental market is ready, they see the
      >> prize being all those spam cans out there with owners wanting
      >> something better than a 1930 era magneto.
      >>
      >>
      >>
      >> Considering my personal operational experience with eMag, I will be
      >>  installing dual six cylinder pMags on the RV-10 as soon as they
      >> mail them to me.
      >>
      >>
      >>
      >> Carl
      >>
      >>
      >>
      >>
      >>
      >> *From:*owner-rv10-list-server(at)matronics.com
      >> [mailto:owner-rv10-list-server(at)matronics.com] *On Behalf Of *Tim
      >> Olson *Sent:* Friday, September 16, 2016 8:03 AM *To:*
      >> rv10-list(at)matronics.com *Subject:* Re: RV10-List: Slick Ignition
      >> Harness
      >>
      >>
      >>
      >> I'd agree with everything you said.
      >>
      >> FIXING a harness would be affordable but these days the prices of
      >> harness components is just too high and so are the harnesses.
      >> We're all screwed if we want it done cheap.  The cheapest option
      >> would be to find a harness that we can use 1/2 of.  Unfortunately
      >> it's almost impossible to buy a 1/2 harness now.  So you buy a
      >> complete system and only use 1/2.  If you're lucky and can use a
      >> stock part number then it's not totally unaffordable.
      >>
      >> But finding a consistent proper length stock harness is tough as
      >> slick vs Kelly/skytronics don't seem to follow the same lengths.
      >>
      >> Having a custom harness done is not that much more expensive if you
      >> go Kelly/Skytronics, but, the process is painful and long.  It took
      >> me many emails and phone calls to get the guy to get an order set
      >> up for what I wanted on the RV14. Then it took a good couple weeks
      >> or more to get the harness.  I don't remember if it was 2 or
      >> 4'weeks but it was long enough to Irritate me a little.  Still, it
      >> worked out...and if you need every lead to be custom
      >>
      >> Length it's still the cheapest way to go because buying all 4 or 6
      >>  leads is more expensive than custom.  What also would be maybe
      >> even more affordable and possibly quicker is to buy a new stock
      >> complete harness and then tear it all apart and transplant the
      >> cables from one harness to another to make a custom one DIY.  That
      >> is my likely plan I guess next time. One benefit is that then you
      >> will have a spare harness cap as well.
      >>
      >> Sadly they make it so expensive and tough to keep these mags in
      >> service that it gets tempting to remove both but I am
      >>
      >> Philosophically not ready to trust 2 electronic ignitions and I
      >> definitely won't be trusting the P-Mag, if it EVER comes out, for
      >> at least 8-10 years.  If there weren't issues we would have seen it
      >> years ago and I know fears were issues. And the talk about impulse
      >> coupler problems has me wondering if harmonics aren't their big
      >> problem.
      >>
      >> Anyone know if the engine gear needs to be changed if I pull an
      >> impulse coupled mag and put on a non-impulse mag? Next time I need
      >> an Overhaul I think I'll go non impulse.
      >>
      >>
      >>
      >> Anyway, harnesses are a pain so my advice is to care for them well,
      >>  monitor them for issues, and then come up with your plan or a
      >> replacement harness BEFORE you need one because it may take a while
      >> to get what you want.
      >>
      >> Tim
      >>
      >>
      >> On Sep 16, 2016, at 1:16 AM, Albert > > wrote:
      >>
      >> I made repairs to my Slick harness and have some things to share.
      >> I understand there are various mag models and this may not apply
      >> to them but mine is a 6351. The pdf document that Tim Olsen shared
      >> (Champion L-1499B Ignition Lead Assembly & Maintenance Manual) is
      >> what I referred to. I bought the T-200 Slick Ignition Harness Tool
      >> Kit from Spruce and three 72" lead assemblies (Kelley S100-72) .
      >> The maintenance manual is somewhat inadequate in that it referes
      >> to Slick Ignition wires that apparently differ from either
      >> Skytronics or Kelley. The Slick wires referred to in the
      >> maintenance manual have a coiled center conductor whereas
      >> Skytronics and Kelley have a stranded conductor. On Slick wire you
      >> have to insert the little screw (that holds the spring) into the
      >> coiled conductor but on stranded wire it is crimped on. I just
      >> happened to have a crimper that works which I got from SteirAir to
      >> crimp the pins for my intercom connectors.
      >>
      >>
      >>
      >> Since the spark plug ends are already on the Kelley leads, cutting
      >> them to the right length, crimping the little screw on and then
      >> pressing them into the mag cap went well.  The Kelley 72" leads
      >> are somewhat expensive, for me about $85 each so to build a
      >> complete 6 or 12 wire harness would be out of the question. Better
      >> to buy one. My problem was I couldn't find out how long the leads
      >> were in any specific kit without pulling one off the shelf and
      >> measuring them plus I had 3 leads that were long enough so only
      >> needed 3. Also lead time to have a custom harness made were way too
      >> long.
      >>
      >>
      >>
      >> I see big problems in trying to make your own harness: where to
      >> get lead wire and where to get the various parts at the mag end
      >> (drive ferrule, insulator sleeve, crimp on connector and spring).
      >> Plus you will have to make up the plug end also and get those
      >> parts.
      >>
      >>
      >>
      >> Repairing mine using Kelleys leads worked OK for me but next time
      >> I'm going to look for someone else to make me a complete harness.
      >>
      >> Albert Gardner
      >>
      >> RV-10 N991RV
      >>
      >> Yuma, AZ
      >>
      >>
      >>
      >>
      
      
________________________________________________________________________________
From: 
David Lammers <davelammers(at)mchsi.com>
Date: 
Sep 19, 2016
Subject: 
Ultimate Quick Build Fuel Tanks
      
      FOR SALE:  The ultimate quickbuild RV-10 fuel tanks.  These tanks are 
      completed!  They do not leak!  They are Van=99s standard 
      configuration.  Save yourself a lot of build time and messing with 
      sealant.  I will sell these for the cost of materials.  Just turn your 
      parts into Van=99s for credit and buy these.  They have been 
      flying and are being replaced with an extended range system.  If 
      interested call 31nine-55one-2832.  No text, no email=94(but I 
      will talk all day about airplanes).
      
________________________________________________________________________________
From: 
Tim Lewis <TimRVator(at)comcast.net>
Subject: 
PCU 5000 able to command low rpm (<1700rpm)?
Date: 
Sep 19, 2016
      
      
      I'm considering replacing my MT prop governor.  One thing I do like 
      about the MT governor is you can pull the prop control back during 
      engine out practice and the governor slows the engine way down (which 
      extends glide).
      
      I understand  (from owner comments and Hartzell tech support) that the 
      Hartzell governor's minimum governing speed is about 1700 rpm. I'm 
      interested in learning what minimum governing speed folks have seen on 
      aircraft flying with the PCU 5000X.
      
      -- 
      Tim Lewis -- HEF (Manassas, VA)
      A&P
      RV-6A N47TD -- 1104 hrs - sold
      RV-10 N31TD -- 740 hrs
      
      
________________________________________________________________________________
From: 
Carl Froehlich <carl.froehlich(at)verizon.net>
Subject: 
Re: PCU 5000 able to command low rpm (<1700rpm)?
Date: 
Sep 19, 2016
      
      
      That is about the RPM I see (RV-8A and RV-10) with the PCU-5000X.
      
      Carl
      
      > On Sep 19, 2016, at 4:31 PM, Tim Lewis  wrote:
      > 
      > 
      > I'm considering replacing my MT prop governor.  One thing I do like about the
      MT governor is you can pull the prop control back during engine out practice
      and the governor slows the engine way down (which extends glide).
      > 
      > I understand  (from owner comments and Hartzell tech support) that the Hartzell
      governor's minimum governing speed is about 1700 rpm. I'm interested in learning
      what minimum governing speed folks have seen on aircraft flying with the
      PCU 5000X.
      > 
      > -- 
      > Tim Lewis -- HEF (Manassas, VA)
      > A&P
      > RV-6A N47TD -- 1104 hrs - sold
      > RV-10 N31TD -- 740 hrs
      > 
      > 
      > 
      > 
      > 
      
      
________________________________________________________________________________
Subject: 
Re: PCU 5000 able to command low rpm (<1700rpm)?
From: 
Tim Lewis <TimRVator(at)comcast.net>
Date: 
Sep 19, 2016
      
      
      Thanks, Carl.
      
      I want to make sure I understand your reply correctly.  I do my runups 
      at 1800.  If I pull the prop control back during runup, the MT 
      governor/prop will slow the engine way down -- probably below 1000 rpm. 
         Certainly well below 1700 rpm.   Are you telling me that with the PCU 
      5000, if pull the prop control all the way back (at runup, for example), 
      your experience is the PCU5000 won't slow the engine below 1700 rpm?
      
      Thanks very much for your insights.  I appreciate it.
      
      Tim Lewis
      -- 
      
      Tim Lewis -- HEF (Manassas, VA)
      A&P
      RV-6A N47TD -- 1104 hrs - sold
      RV-10 N31TD -- 740 hrs
      
      Carl Froehlich wrote on 9/19/2016 5:43 PM:
      >
      > That is about the RPM I see (RV-8A and RV-10) with the PCU-5000X.
      >
      > Carl
      >
      >> On Sep 19, 2016, at 4:31 PM, Tim Lewis  wrote:
      >>
      >>
      >> I'm considering replacing my MT prop governor.  One thing I do like about the
      MT governor is you can pull the prop control back during engine out practice
      and the governor slows the engine way down (which extends glide).
      >>
      >> I understand  (from owner comments and Hartzell tech support) that the Hartzell
      governor's minimum governing speed is about 1700 rpm. I'm interested in learning
      what minimum governing speed folks have seen on aircraft flying with the
      PCU 5000X.
      >>
      >> -- 
      >> Tim Lewis -- HEF (Manassas, VA)
      >> A&P
      >> RV-6A N47TD -- 1104 hrs - sold
      >> RV-10 N31TD -- 740 hrs
      >>
      >>
      >>
      >>
      >>
      >
      >
      
      
________________________________________________________________________________
From: 
"Carl Froehlich" <carl.froehlich(at)verizon.net>
Subject: 
PCU 5000 able to command low rpm (<1700rpm)?
Date: 
Sep 19, 2016
      
      
      I don't recall how far it will pull down the RPM - I only pull the prop
      until a get a slight drop to make sure the governor is functioning.  I was
      told (correctly or incorrectly) deep run up cycles are hard on props. 
      
      Carl
      
      -----Original Message-----
      From: owner-rv10-list-server(at)matronics.com
      [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Tim Lewis
      Sent: Monday, September 19, 2016 9:53 PM
      Subject: Re: RV10-List: PCU 5000 able to command low rpm (<1700rpm)?
      
      
      Thanks, Carl.
      
      I want to make sure I understand your reply correctly.  I do my runups at
      1800.  If I pull the prop control back during runup, the MT governor/prop
      will slow the engine way down -- probably below 1000 rpm. 
         Certainly well below 1700 rpm.   Are you telling me that with the PCU 
      5000, if pull the prop control all the way back (at runup, for example),
      your experience is the PCU5000 won't slow the engine below 1700 rpm?
      
      Thanks very much for your insights.  I appreciate it.
      
      Tim Lewis
      -- 
      
      Tim Lewis -- HEF (Manassas, VA)
      A&P
      RV-6A N47TD -- 1104 hrs - sold
      RV-10 N31TD -- 740 hrs
      
      Carl Froehlich wrote on 9/19/2016 5:43 PM:
      > --> 
      >
      > That is about the RPM I see (RV-8A and RV-10) with the PCU-5000X.
      >
      > Carl
      >
      >> On Sep 19, 2016, at 4:31 PM, Tim Lewis  wrote:
      >>
      >>
      >> I'm considering replacing my MT prop governor.  One thing I do like about
      the MT governor is you can pull the prop control back during engine out
      practice and the governor slows the engine way down (which extends glide).
      >>
      >> I understand  (from owner comments and Hartzell tech support) that the
      Hartzell governor's minimum governing speed is about 1700 rpm. I'm
      interested in learning what minimum governing speed folks have seen on
      aircraft flying with the PCU 5000X.
      >>
      >> --
      >> Tim Lewis -- HEF (Manassas, VA)
      >> A&P
      >> RV-6A N47TD -- 1104 hrs - sold
      >> RV-10 N31TD -- 740 hrs
      >>
      >>
      >>
      >>
      >>
      >
      >
      
      
________________________________________________________________________________
Subject: 
Re: PCU 5000 able to command low rpm (<1700rpm)?
From: 
Tim Lewis <TimRVator(at)comcast.net>
Date: 
Sep 19, 2016
      
      
      Carl,
      
      I was told the same.
      
      If you get a chance, perhaps you can test this:  At 1000 rpm idle, can 
      you pull the prop control and see if the prop governor will further slow 
      the engine rpm.  If so, that's the info I'm looking for.
      
      VR
      
      Tim
      
      -- 
      Tim Lewis -- HEF (Manassas, VA)
      A&P
      RV-6A N47TD -- 1104 hrs - sold
      RV-10 N31TD -- 740 hrs
      
      Carl Froehlich wrote on 9/19/2016 10:26 PM:
      >
      > I don't recall how far it will pull down the RPM - I only pull the prop
      > until a get a slight drop to make sure the governor is functioning.  I was
      > told (correctly or incorrectly) deep run up cycles are hard on props.
      >
      > Carl
      >
      > -----Original Message-----
      > From: owner-rv10-list-server(at)matronics.com
      > [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Tim Lewis
      > Sent: Monday, September 19, 2016 9:53 PM
      > To: rv10-list(at)matronics.com
      > Subject: Re: RV10-List: PCU 5000 able to command low rpm (<1700rpm)?
      >
      >
      > Thanks, Carl.
      >
      > I want to make sure I understand your reply correctly.  I do my runups at
      > 1800.  If I pull the prop control back during runup, the MT governor/prop
      > will slow the engine way down -- probably below 1000 rpm.
      >     Certainly well below 1700 rpm.   Are you telling me that with the PCU
      > 5000, if pull the prop control all the way back (at runup, for example),
      > your experience is the PCU5000 won't slow the engine below 1700 rpm?
      >
      > Thanks very much for your insights.  I appreciate it.
      >
      > Tim Lewis
      
      
________________________________________________________________________________
Subject: 
Re: PCU 5000 able to command low rpm (<1700rpm)?
From: 
Bill Watson <Mauledriver(at)nc.rr.com>
Date: 
Sep 20, 2016
      
      On a similar note, I avoid running at or below 1000 rpm to avoid lead 
      fouling, which I am led to believe can happen even when fully leaned.
      
      While attending Lycoming Engine School, I followed up with the 
      instructor after his lead fouling discussion and came away with the 
      understanding that lead build-up will occur anytime combustion chamber 
      temperatures drop below a certain point.  He emphasized that it happens 
      very quickly based on some testing he was familiar with.  He mentioned 
      that that the practice of pulling the power off at touchdown and leaving 
      it there during the rollout is enough to form visible deposits.  By the 
      same token, heating things up above the critical temperature soon after 
      will cause most, but not all of those new deposits to quickly evaporate 
      away.
      
      This write-up from Shell 
      <http://www.shell.com/business-customers/aviation/aeroshell/knowledge-centre/technical-talk/techart-18-30071600.html> 
      seems to support that thinking.
      
      As a result of the same thinking,  I've never practiced engine out 
      descents with the power pulled all the way and the prop slowed anywhere 
      near 1000 rpm.
      
      This former fixed pitch jockey handles the prop cycling task by setting 
      the power around 1500 rpms before cycling the prop. During the cycle, 
      the rpm drop just hits 1000 rpms as I move the control forward.   And I 
      try to not to imitate what I've seen some CFIs do by slamming the prop 
      control this way and that.  On my engine a slower steady hand will do.
      
      I've never been told that it's hard on the prop and don't believe it 
      is.  I have been told that I'm both checking function and forcing some 
      warm oil thru the controller so that it performs as expected during 
      takeoff.  Now I'm thinking the main task is just to make sure it works 
      without spraying oil all over the place but honestly just don't really 
      know.  I just do it.
      
      Bill "glider guider at  heart that has learned to love that big 'ol 540" 
      Watson
      N215TG
      
      On 9/19/2016 10:26 PM, Carl Froehlich wrote:
      > I don't recall how far it will pull down the RPM - I only pull the prop
      > until a get a slight drop to make sure the governor is functioning.  I was
      > told (correctly or incorrectly) deep run up cycles are hard on props.
      >
      >
      > Thanks, Carl.
      >
      > I want to make sure I understand your reply correctly.  I do my runups at
      > 1800.  If I pull the prop control back during runup, the MT governor/prop
      > will slow the engine way down -- probably below 1000 rpm.
      >     Certainly well below 1700 rpm.   Are you telling me that with the PCU
      > 5000, if pull the prop control all the way back (at runup, for example),
      > your experience is the PCU5000 won't slow the engine below 1700 rpm?
      >
      > Thanks very much for your insights.  I appreciate it.
      >
      > Tim Lewis
      
      
      ---
      This email has been checked for viruses by Avast antivirus software.
      https://www.avast.com/antivirus
      
________________________________________________________________________________
From: 
"Carlos Trigo" <trigo(at)mail.telepac.pt>
Subject: 
Lycoming Engine School (was PCU 5000 able to command low
      rpm)
Date: 
Sep 20, 2016
      
      Bill
      
      
      You mentioned "Lycoming engine School", does that still exist?
      
      
      Regards
      
      Carlos "wishing to learn all about Lycoming engines" Trigo
      
      
      De: owner-rv10-list-server(at)matronics.com
      [mailto:owner-rv10-list-server(at)matronics.com] Em nome de Bill Watson
      Enviada: Tuesday, September 20, 2016 12:19 PM
      Para: rv10-list(at)matronics.com
      Assunto: Re: RV10-List: PCU 5000 able to command low rpm (<1700rpm)?
      
      
      On a similar note, I avoid running at or below 1000 rpm to avoid lead
      fouling, which I am led to believe can happen even when fully leaned.  
      
      While attending Lycoming Engine School, I followed up with the instructor
      after his lead fouling discussion and came away with the understanding that
      lead build-up will occur anytime combustion chamber temperatures drop below
      a certain point.  He emphasized that it happens very quickly based on some
      testing he was familiar with.  He mentioned that that the practice of
      pulling the power off at touchdown and leaving it there during the rollout
      is enough to form visible deposits.  By the same token, heating things up
      above the critical temperature soon after will cause most, but not all of
      those new deposits to quickly evaporate away.
      
      This write-up from Shell
      <http://www.shell.com/business-customers/aviation/aeroshell/knowledge-centre
      /technical-talk/techart-18-30071600.html>  seems to support that thinking.
      
      As a result of the same thinking,  I've never practiced engine out descents
      with the power pulled all the way and the prop slowed anywhere near 1000
      rpm.
      
      This former fixed pitch jockey handles the prop cycling task by setting the
      power around 1500 rpms before cycling the prop.  During the cycle, the rpm
      drop just hits 1000 rpms as I move the control forward.   And I try to not
      to imitate what I've seen some CFIs do by slamming the prop control this way
      and that.  On my engine a slower steady hand will do.  
      
      I've never been told that it's hard on the prop and don't believe it is.  I
      have been told that I'm both checking function and forcing some warm oil
      thru the controller so that it performs as expected during takeoff.  Now I'm
      thinking the main task is just to make sure it works without spraying oil
      all over the place but honestly just don't really know.  I just do it.
      
      Bill "glider guider at  heart that has learned to love that big 'ol 540"
      Watson
      N215TG
      
      On 9/19/2016 10:26 PM, Carl Froehlich wrote: 
      
      
      I don't recall how far it will pull down the RPM - I only pull the prop
      until a get a slight drop to make sure the governor is functioning.  I was
      told (correctly or incorrectly) deep run up cycles are hard on props. 
      
      
      
      Thanks, Carl.
      
      I want to make sure I understand your reply correctly.  I do my runups at
      1800.  If I pull the prop control back during runup, the MT governor/prop
      will slow the engine way down -- probably below 1000 rpm. 
         Certainly well below 1700 rpm.   Are you telling me that with the PCU 
      5000, if pull the prop control all the way back (at runup, for example),
      your experience is the PCU5000 won't slow the engine below 1700 rpm?
      
      Thanks very much for your insights.  I appreciate it.
      
      Tim Lewis
      
      
        _____  
      
      
       
      
      This email has been checked for viruses by Avast antivirus software. 
      www.avast.com
        
      
      
________________________________________________________________________________
From: 
"Carlos Trigo" <trigo(at)mail.telepac.pt>
Subject: 
Lycoming Engine School 
Date: 
Sep 20, 2016
      
      Trying to answer my own question, are these the courses I found in the
      "Pennsylvannia College of Technology"?
      
      
      CT
      
      
      De: owner-rv10-list-server(at)matronics.com
      [mailto:owner-rv10-list-server(at)matronics.com] Em nome de Carlos Trigo
      Enviada: Tuesday, September 20, 2016 1:14 PM
      Para: rv10-list(at)matronics.com
      Assunto: RE: RV10-List: Lycoming Engine School (was PCU 5000 able to command
      low rpm)
      
      
      Bill
      
      
      You mentioned "Lycoming engine School", does that still exist?
      
      
      Regards
      
      Carlos "wishing to learn all about Lycoming engines" Trigo
      
      
      De:  
      owner-rv10-list-server(at)matronics.com [
      
      mailto:owner-rv10-list-server(at)matronics.com] Em nome de Bill Watson
      Enviada: Tuesday, September 20, 2016 12:19 PM
      Para:   rv10-list(at)matronics.com
      Assunto: Re: RV10-List: PCU 5000 able to command low rpm (<1700rpm)?
      
      
      On a similar note, I avoid running at or below 1000 rpm to avoid lead
      fouling, which I am led to believe can happen even when fully leaned.  
      
      While attending Lycoming Engine School, I followed up with the instructor
      after his lead fouling discussion and came away with the understanding that
      lead build-up will occur anytime combustion chamber temperatures drop below
      a certain point.  He emphasized that it happens very quickly based on some
      testing he was familiar with.  He mentioned that that the practice of
      pulling the power off at touchdown and leaving it there during the rollout
      is enough to form visible deposits.  By the same token, heating things up
      above the critical temperature soon after will cause most, but not all of
      those new deposits to quickly evaporate away.
      
      This write-up from Shell
      <http://www.shell.com/business-customers/aviation/aeroshell/knowledge-centre
      /technical-talk/techart-18-30071600.html>  seems to support that thinking.
      
      As a result of the same thinking,  I've never practiced engine out descents
      with the power pulled all the way and the prop slowed anywhere near 1000
      rpm.
      
      This former fixed pitch jockey handles the prop cycling task by setting the
      power around 1500 rpms before cycling the prop.  During the cycle, the rpm
      drop just hits 1000 rpms as I move the control forward.   And I try to not
      to imitate what I've seen some CFIs do by slamming the prop control this way
      and that.  On my engine a slower steady hand will do.  
      
      I've never been told that it's hard on the prop and don't believe it is.  I
      have been told that I'm both checking function and forcing some warm oil
      thru the controller so that it performs as expected during takeoff.  Now I'm
      thinking the main task is just to make sure it works without spraying oil
      all over the place but honestly just don't really know.  I just do it.
      
      Bill "glider guider at  heart that has learned to love that big 'ol 540"
      Watson
      N215TG
      
      On 9/19/2016 10:26 PM, Carl Froehlich wrote: 
      
      
      I don't recall how far it will pull down the RPM - I only pull the prop
      until a get a slight drop to make sure the governor is functioning.  I was
      told (correctly or incorrectly) deep run up cycles are hard on props. 
      
      
      
      Thanks, Carl.
      
      I want to make sure I understand your reply correctly.  I do my runups at
      1800.  If I pull the prop control back during runup, the MT governor/prop
      will slow the engine way down -- probably below 1000 rpm. 
         Certainly well below 1700 rpm.   Are you telling me that with the PCU 
      5000, if pull the prop control all the way back (at runup, for example),
      your experience is the PCU5000 won't slow the engine below 1700 rpm?
      
      Thanks very much for your insights.  I appreciate it.
      
      Tim Lewis
      
      
        _____  
      
      
       
      
      This email has been checked for viruses by Avast antivirus software. 
      www.avast.com
        
      
      
________________________________________________________________________________
Subject: 
Re: Lycoming Engine School (was PCU 5000 able to command  low
      rpm)
From: 
Bill Watson <Mauledriver(at)nc.rr.com>
Date: 
Sep 20, 2016
      
      Yes, I think so, but with a big but....
      
      I recently got a mailing from Lycoming that indicated the long time 
      instructor of the 2 'engine school' classes was going to retire after 
      his last class.  I attended the school back in 2013 and I'm not sure 
      when his last class is scheduled (sometime in 2016 I believe).
      
      I forget the gentleman's name but he has been synonymous with the 
      'engine school' classes for a long time.  He is a great instructor with 
      a long and varied career at Lycoming that makes him a unique resource.  
      I'd highly recommend the school with him instructing. I'd want a review 
      of the 'new' classes before attending them without him.
      
      In some previous life I spent some time teaching and was steeped in 
      pedagogical practice which makes me an instant critic of any educational 
      event.  This guy initially struck me as a knowledgeable old timer who 
      was going to share war stories for  8 days; inject me with caffiene, 
      stat!  It took me a half day to realize he was a very experienced 
      instructor who had the course content fully integrated into a folksy 
      delivery style complete with hands on lab work and exactly the 
      documentation and notes one needed to go home with.  Barely a wasted 
      word or motion.  And he was deep in specific Lycoming operation and 
      service details.
      
      Looking back at my confirmation letter from 2013, the classes were part 
      of Penn College ($1,425 for both together).  The first was called 
      'Service School' and one walked out with manuals, service documents, and 
      the ability to use them to service Lycoming engines.  That is 
      prerequisite to the 2nd class 'Dissembly/Reassembly' which is a guided 
      lab where you do the deed.
      
      I highly recommend the classes for any builder unless you already have a 
      certificate, independent of how much service you intend to inflict on 
      your IO-540.  I envision that after he leaves, the classes will retain 
      the same format, structure and value.  The quality of instruction is the 
      only question.
      
      Bill
      On 9/20/2016 8:14 AM, Carlos Trigo wrote:
      >
      > Bill
      >
      > You mentioned Lycoming engine School, does that still exist?
      >
      > Regards
      >
      > Carlos wishing to learn all about Lycoming engines Trigo
      >
      > *De:*owner-rv10-list-server(at)matronics.com 
      > [mailto:owner-rv10-list-server(at)matronics.com] *Em nome de *Bill Watson
      > *Enviada:* Tuesday, September 20, 2016 12:19 PM
      > *Para:* rv10-list(at)matronics.com
      > *Assunto:* Re: RV10-List: PCU 5000 able to command low rpm (<1700rpm)?
      >
      > On a similar note, I avoid running at or below 1000 rpm to avoid lead 
      > fouling, which I am led to believe can happen even when fully leaned.
      >
      > While attending Lycoming Engine School, I followed up with the 
      > instructor after his lead fouling discussion and came away with the 
      > understanding that lead build-up will occur anytime combustion chamber 
      > temperatures drop below a certain point.  He emphasized that it 
      > happens very quickly based on some testing he was familiar with.  He 
      > mentioned that that the practice of pulling the power off at touchdown 
      > and leaving it there during the rollout is enough to form visible 
      > deposits.  By the same token, heating things up above the critical 
      > temperature soon after will cause most, but not all of those new 
      > deposits to quickly evaporate away.
      >
      > This write-up from Shell 
      > <http://www.shell.com/business-customers/aviation/aeroshell/knowledge-centre/technical-talk/techart-18-30071600.html> 
      > seems to support that thinking.
      >
      > As a result of the same thinking,  I've never practiced engine out 
      > descents with the power pulled all the way and the prop slowed 
      > anywhere near 1000 rpm.
      >
      > This former fixed pitch jockey handles the prop cycling task by 
      > setting the power around 1500 rpms before cycling the prop.  During 
      > the cycle, the rpm drop just hits 1000 rpms as I move the control 
      > forward.   And I try to not to imitate what I've seen some CFIs do by 
      > slamming the prop control this way and that.  On my engine a slower 
      > steady hand will do.
      >
      > I've never been told that it's hard on the prop and don't believe it 
      > is.  I have been told that I'm both checking function and forcing some 
      > warm oil thru the controller so that it performs as expected during 
      > takeoff.  Now I'm thinking the main task is just to make sure it works 
      > without spraying oil all over the place but honestly just don't really 
      > know.  I just do it.
      >
      > Bill "glider guider at  heart that has learned to love that big 'ol 
      > 540" Watson
      > N215TG
      >
      > On 9/19/2016 10:26 PM, Carl Froehlich wrote:
      >
      >     I don't recall how far it will pull down the RPM - I only pull the prop
      >
      >     until a get a slight drop to make sure the governor is functioning.  I was
      >
      >     told (correctly or incorrectly) deep run up cycles are hard on props.
      >
      >
      >     Thanks, Carl.
      >
      >     I want to make sure I understand your reply correctly.  I do my runups at
      >
      >     1800.  If I pull the prop control back during runup, the MT governor/prop
      >
      >     will slow the engine way down -- probably below 1000 rpm.
      >
      >         Certainly well below 1700 rpm.   Are you telling me that with the PCU
      >
      >     5000, if pull the prop control all the way back (at runup, for example),
      >
      >     your experience is the PCU5000 won't slow the engine below 1700 rpm?
      >
      >     Thanks very much for your insights.  I appreciate it.
      >
      >     Tim Lewis
      >
      > ------------------------------------------------------------------------
      >
      > Imagem removida pelo remetente. Avast logo 
      > 
      >
      > 	
      >
      > This email has been checked for viruses by Avast antivirus software.
      > www.avast.com 
      >  
      >
      >
      
      
      ---
      This email has been checked for viruses by Avast antivirus software.
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________________________________________________________________________________
From: 
"Carlos Trigo" <trigo(at)mail.telepac.pt>
Subject: 
Lycoming Engine School 
Date: 
Sep 20, 2016
      
      The instructor who appears in the website information is Mr. Michael
      Damiani, being it in the 2016 or the 2017 courses.
      
      
      Carlos  
      
      
      De: owner-rv10-list-server(at)matronics.com
      [mailto:owner-rv10-list-server(at)matronics.com] Em nome de Bill Watson
      Enviada: Tuesday, September 20, 2016 3:10 PM
      Para: rv10-list(at)matronics.com
      Assunto: Re: RV10-List: Lycoming Engine School (was PCU 5000 able to command
      low rpm)
      
      
      Yes, I think so, but with a big but....
      
      I recently got a mailing from Lycoming that indicated the long time
      instructor of the 2 'engine school' classes was going to retire after his
      last class.  I attended the school back in 2013 and I'm not sure when his
      last class is scheduled (sometime in 2016 I believe).
      
      I forget the gentleman's name but he has been synonymous with the 'engine
      school' classes for a long time.  He is a great instructor with a long and
      varied career at Lycoming that makes him a unique resource.  I'd highly
      recommend the school with him instructing.  I'd want a review of the 'new'
      classes before attending them without him.
      
      In some previous life I spent some time teaching and was steeped in
      pedagogical practice which makes me an instant critic of any educational
      event.  This guy initially struck me as a knowledgeable old timer who was
      going to share war stories for  8 days; inject me with caffiene, stat!  It
      took me a half day to realize he was a very experienced instructor who had
      the course content fully integrated into a folksy delivery style complete
      with hands on lab work and exactly the documentation and notes one needed to
      go home with.  Barely a wasted word or motion.  And he was deep in specific
      Lycoming operation and service details.
      
      Looking back at my confirmation letter from 2013, the classes were part of
      Penn College ($1,425 for both together).  The first was called 'Service
      School' and one walked out with manuals, service documents, and the ability
      to use them to service Lycoming engines.  That is prerequisite to the 2nd
      class 'Dissembly/Reassembly' which is a guided lab where you do the deed.
      
      I highly recommend the classes for any builder unless you already have a
      certificate, independent of how much service you intend to inflict on your
      IO-540.  I envision that after he leaves, the classes will retain the same
      format, structure and value.  The quality of instruction is the only
      question.
      
      Bill 
      On 9/20/2016 8:14 AM, Carlos Trigo wrote:
      
      Bill
      
      
      You mentioned "Lycoming engine School", does that still exist?
      
      
      Regards
      
      Carlos "wishing to learn all about Lycoming engines" Trigo
      
      
      De: owner-rv10-list-server(at)matronics.com
      
      [mailto:owner-rv10-list-server(at)matronics.com] Em nome de Bill Watson
      Enviada: Tuesday, September 20, 2016 12:19 PM
      Para: rv10-list(at)matronics.com  
      Assunto: Re: RV10-List: PCU 5000 able to command low rpm (<1700rpm)?
      
      
      On a similar note, I avoid running at or below 1000 rpm to avoid lead
      fouling, which I am led to believe can happen even when fully leaned.  
      
      While attending Lycoming Engine School, I followed up with the instructor
      after his lead fouling discussion and came away with the understanding that
      lead build-up will occur anytime combustion chamber temperatures drop below
      a certain point.  He emphasized that it happens very quickly based on some
      testing he was familiar with.  He mentioned that that the practice of
      pulling the power off at touchdown and leaving it there during the rollout
      is enough to form visible deposits.  By the same token, heating things up
      above the critical temperature soon after will cause most, but not all of
      those new deposits to quickly evaporate away.
      
      This write-up from Shell
      <http://www.shell.com/business-customers/aviation/aeroshell/knowledge-centre
      /technical-talk/techart-18-30071600.html>  seems to support that thinking.
      
      As a result of the same thinking,  I've never practiced engine out descents
      with the power pulled all the way and the prop slowed anywhere near 1000
      rpm.
      
      This former fixed pitch jockey handles the prop cycling task by setting the
      power around 1500 rpms before cycling the prop.  During the cycle, the rpm
      drop just hits 1000 rpms as I move the control forward.   And I try to not
      to imitate what I've seen some CFIs do by slamming the prop control this way
      and that.  On my engine a slower steady hand will do.  
      
      I've never been told that it's hard on the prop and don't believe it is.  I
      have been told that I'm both checking function and forcing some warm oil
      thru the controller so that it performs as expected during takeoff.  Now I'm
      thinking the main task is just to make sure it works without spraying oil
      all over the place but honestly just don't really know.  I just do it.
      
      Bill "glider guider at  heart that has learned to love that big 'ol 540"
      Watson
      N215TG
      
      On 9/19/2016 10:26 PM, Carl Froehlich wrote: 
      
      
      I don't recall how far it will pull down the RPM - I only pull the prop
      until a get a slight drop to make sure the governor is functioning.  I was
      told (correctly or incorrectly) deep run up cycles are hard on props. 
      
      
      
      Thanks, Carl.
      
      I want to make sure I understand your reply correctly.  I do my runups at
      1800.  If I pull the prop control back during runup, the MT governor/prop
      will slow the engine way down -- probably below 1000 rpm. 
         Certainly well below 1700 rpm.   Are you telling me that with the PCU 
      5000, if pull the prop control all the way back (at runup, for example),
      your experience is the PCU5000 won't slow the engine below 1700 rpm?
      
      Thanks very much for your insights.  I appreciate it.
      
      Tim Lewis
      
      
        _____  
      
      
       
      
      This email has been checked for viruses by Avast antivirus software. 
      www.avast.com
        
      
      
        _____  
      
      
       
      
      This email has been checked for viruses by Avast antivirus software. 
      www.avast.com
        
      
      
________________________________________________________________________________
Subject: 
Re: Lycoming Engine School
From: 
Bill Watson <Mauledriver(at)nc.rr.com>
Date: 
Sep 21, 2016
      
      That is a new instructor.
      
      On 9/20/2016 10:36 AM, Carlos Trigo wrote:
      >
      > The instructor who appears in the website information is Mr. Michael 
      > Damiani, being it in the 2016 or the 2017 courses.
      >
      > Carlos
      >
      > *De:*owner-rv10-list-server(at)matronics.com 
      > [mailto:owner-rv10-list-server(at)matronics.com] *Em nome de *Bill Watson
      > *Enviada:* Tuesday, September 20, 2016 3:10 PM
      > *Para:* rv10-list(at)matronics.com
      > *Assunto:* Re: RV10-List: Lycoming Engine School (was PCU 5000 able to 
      > command low rpm)
      >
      > Yes, I think so, but with a big but....
      >
      > I recently got a mailing from Lycoming that indicated the long time 
      > instructor of the 2 'engine school' classes was going to retire after 
      > his last class.  I attended the school back in 2013 and I'm not sure 
      > when his last class is scheduled (sometime in 2016 I believe).
      >
      > I forget the gentleman's name but he has been synonymous with the 
      > 'engine school' classes for a long time.  He is a great instructor 
      > with a long and varied career at Lycoming that makes him a unique 
      > resource.  I'd highly recommend the school with him instructing.  I'd 
      > want a review of the 'new' classes before attending them without him.
      >
      > In some previous life I spent some time teaching and was steeped in 
      > pedagogical practice which makes me an instant critic of any 
      > educational event.  This guy initially struck me as a knowledgeable 
      > old timer who was going to share war stories for  8 days; inject me 
      > with caffiene, stat!  It took me a half day to realize he was a very 
      > experienced instructor who had the course content fully integrated 
      > into a folksy delivery style complete with hands on lab work and 
      > exactly the documentation and notes one needed to go home with.  
      > Barely a wasted word or motion.  And he was deep in specific Lycoming 
      > operation and service details.
      >
      > Looking back at my confirmation letter from 2013, the classes were 
      > part of Penn College ($1,425 for both together).  The first was called 
      > 'Service School' and one walked out with manuals, service documents, 
      > and the ability to use them to service Lycoming engines.  That is 
      > prerequisite to the 2nd class 'Dissembly/Reassembly' which is a guided 
      > lab where you do the deed.
      >
      > I highly recommend the classes for any builder unless you already have 
      > a certificate, independent of how much service you intend to inflict 
      > on your IO-540.  I envision that after he leaves, the classes will 
      > retain the same format, structure and value.  The quality of 
      > instruction is the only question.
      >
      > Bill
      > On 9/20/2016 8:14 AM, Carlos Trigo wrote:
      >
      >     Bill
      >
      >     You mentioned Lycoming engine School, does that still exist?
      >
      >     Regards
      >
      >     Carlos wishing to learn all about Lycoming engines Trigo
      >
      >     *De:*owner-rv10-list-server(at)matronics.com
      >     
      >     [mailto:owner-rv10-list-server(at)matronics.com] *Em nome de *Bill Watson
      >     *Enviada:* Tuesday, September 20, 2016 12:19 PM
      >     *Para:* rv10-list(at)matronics.com 
      >     *Assunto:* Re: RV10-List: PCU 5000 able to command low rpm (<1700rpm)?
      >
      >     On a similar note, I avoid running at or below 1000 rpm to avoid
      >     lead fouling, which I am led to believe can happen even when fully
      >     leaned.
      >
      >     While attending Lycoming Engine School, I followed up with the
      >     instructor after his lead fouling discussion and came away with
      >     the understanding that lead build-up will occur anytime combustion
      >     chamber temperatures drop below a certain point.  He emphasized
      >     that it happens very quickly based on some testing he was familiar
      >     with.  He mentioned that that the practice of pulling the power
      >     off at touchdown and leaving it there during the rollout is enough
      >     to form visible deposits.  By the same token, heating things up
      >     above the critical temperature soon after will cause most, but not
      >     all of those new deposits to quickly evaporate away.
      >
      >     This write-up from Shell
      >     <http://www.shell.com/business-customers/aviation/aeroshell/knowledge-centre/technical-talk/techart-18-30071600.html>
      >     seems to support that thinking.
      >
      >     As a result of the same thinking,  I've never practiced engine out
      >     descents with the power pulled all the way and the prop slowed
      >     anywhere near 1000 rpm.
      >
      >     This former fixed pitch jockey handles the prop cycling task by
      >     setting the power around 1500 rpms before cycling the prop. 
      >     During the cycle, the rpm drop just hits 1000 rpms as I move the
      >     control forward.   And I try to not to imitate what I've seen some
      >     CFIs do by slamming the prop control this way and that.  On my
      >     engine a slower steady hand will do.
      >
      >     I've never been told that it's hard on the prop and don't believe
      >     it is.  I have been told that I'm both checking function and
      >     forcing some warm oil thru the controller so that it performs as
      >     expected during takeoff.  Now I'm thinking the main task is just
      >     to make sure it works without spraying oil all over the place but
      >     honestly just don't really know.  I just do it.
      >
      >     Bill "glider guider at  heart that has learned to love that big
      >     'ol 540" Watson
      >     N215TG
      >
      >     On 9/19/2016 10:26 PM, Carl Froehlich wrote:
      >
      >           
      >
      >         I don't recall how far it will pull down the RPM - I only pull the prop
      >
      >         until a get a slight drop to make sure the governor is functioning. 
      I was
      >
      >         told (correctly or incorrectly) deep run up cycles are hard on props.
      >
      >           
      >
      >
      >           
      >
      >         Thanks, Carl.
      >
      >           
      >
      >         I want to make sure I understand your reply correctly.  I do my runups
      at
      >
      >         1800.  If I pull the prop control back during runup, the MT governor/prop
      >
      >         will slow the engine way down -- probably below 1000 rpm.
      >
      >             Certainly well below 1700 rpm.   Are you telling me that with the
      PCU
      >
      >         5000, if pull the prop control all the way back (at runup, for example),
      >
      >         your experience is the PCU5000 won't slow the engine below 1700 rpm?
      >
      >           
      >
      >         Thanks very much for your insights.  I appreciate it.
      >
      >           
      >
      >         Tim Lewis
      >
      >     ------------------------------------------------------------------------
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________________________________________________________________________________
From: 
Carl Froehlich <carl.froehlich(at)verizon.net>
Subject: 
Re: PCU 5000 able to command low rpm (<1700rpm)?
Date: 
Sep 21, 2016
      
      
      Well shoot fire Tim, on today's hop I did not remember what you asked.  This is
      what I did it if helps.  At the end of the 1800 RPM run up I pulled the prop
      all the way out.  The governor brought RPM down to below 1100 RPM.
      
      Should do another hop Friday so I'll do your test then.
      
      Carl
      
      > On Sep 19, 2016, at 10:45 PM, Tim Lewis  wrote:
      > 
      > 
      > Carl,
      > 
      > I was told the same.
      > 
      > If you get a chance, perhaps you can test this:  At 1000 rpm idle, can you pull
      the prop control and see if the prop governor will further slow the engine
      rpm.  If so, that's the info I'm looking for.
      > 
      > VR
      > 
      > Tim
      > 
      > -- 
      > Tim Lewis -- HEF (Manassas, VA)
      > A&P
      > RV-6A N47TD -- 1104 hrs - sold
      > RV-10 N31TD -- 740 hrs
      > 
      > Carl Froehlich wrote on 9/19/2016 10:26 PM:
      >> 
      >> I don't recall how far it will pull down the RPM - I only pull the prop
      >> until a get a slight drop to make sure the governor is functioning.  I was
      >> told (correctly or incorrectly) deep run up cycles are hard on props.
      >> 
      >> Carl
      >> 
      >> -----Original Message-----
      >> From: owner-rv10-list-server(at)matronics.com
      >> [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Tim Lewis
      >> Sent: Monday, September 19, 2016 9:53 PM
      >> To: rv10-list(at)matronics.com
      >> Subject: Re: RV10-List: PCU 5000 able to command low rpm (<1700rpm)?
      >> 
      >> 
      >> Thanks, Carl.
      >> 
      >> I want to make sure I understand your reply correctly.  I do my runups at
      >> 1800.  If I pull the prop control back during runup, the MT governor/prop
      >> will slow the engine way down -- probably below 1000 rpm.
      >>    Certainly well below 1700 rpm.   Are you telling me that with the PCU
      >> 5000, if pull the prop control all the way back (at runup, for example),
      >> your experience is the PCU5000 won't slow the engine below 1700 rpm?
      >> 
      >> Thanks very much for your insights.  I appreciate it.
      >> 
      >> Tim Lewis
      > 
      > 
      > 
      > 
      > 
      
      
________________________________________________________________________________
Subject: 
Re: PCU 5000 able to command low rpm (<1700rpm)?
From: 
Tim Lewis <TimRVator(at)comcast.net>
Date: 
Sep 21, 2016
      
      
      Thanks, Carl.  The data point you took today is very helpful to my .  I 
      appreciate it.
      
      -- 
      Tim Lewis -- HEF (Manassas, VA)
      A&P
      RV-6A N47TD -- 1104 hrs - sold
      RV-10 N31TD -- 740 hrs
      
      Carl Froehlich wrote on 9/21/2016 4:14 PM:
      >
      > Well shoot fire Tim, on today's hop I did not remember what you asked.  This
      is what I did it if helps.  At the end of the 1800 RPM run up I pulled the prop
      all the way out.  The governor brought RPM down to below 1100 RPM.
      >
      > Should do another hop Friday so I'll do your test then.
      >
      > Carl
      >
      >> On Sep 19, 2016, at 10:45 PM, Tim Lewis  wrote:
      >>
      >>
      >> Carl,
      >>
      >> I was told the same.
      >>
      >> If you get a chance, perhaps you can test this:  At 1000 rpm idle, can you pull
      the prop control and see if the prop governor will further slow the engine
      rpm.  If so, that's the info I'm looking for.
      >>
      >> VR
      >>
      >> Tim
      >>
      >> -- 
      >> Tim Lewis -- HEF (Manassas, VA)
      >> A&P
      >> RV-6A N47TD -- 1104 hrs - sold
      >> RV-10 N31TD -- 740 hrs
      >>
      >> Carl Froehlich wrote on 9/19/2016 10:26 PM:
      >>>
      >>> I don't recall how far it will pull down the RPM - I only pull the prop
      >>> until a get a slight drop to make sure the governor is functioning.  I was
      >>> told (correctly or incorrectly) deep run up cycles are hard on props.
      >>>
      >>> Carl
      >>>
      >>> -----Original Message-----
      >>> From: owner-rv10-list-server(at)matronics.com
      >>> [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Tim Lewis
      >>> Sent: Monday, September 19, 2016 9:53 PM
      >>> To: rv10-list(at)matronics.com
      >>> Subject: Re: RV10-List: PCU 5000 able to command low rpm (<1700rpm)?
      >>>
      >>>
      >>> Thanks, Carl.
      >>>
      >>> I want to make sure I understand your reply correctly.  I do my runups at
      >>> 1800.  If I pull the prop control back during runup, the MT governor/prop
      >>> will slow the engine way down -- probably below 1000 rpm.
      >>>     Certainly well below 1700 rpm.   Are you telling me that with the PCU
      >>> 5000, if pull the prop control all the way back (at runup, for example),
      >>> your experience is the PCU5000 won't slow the engine below 1700 rpm?
      >>>
      >>> Thanks very much for your insights.  I appreciate it.
      >>>
      >>> Tim Lewis
      >>
      >>
      >>
      >>
      >
      >
      
      
________________________________________________________________________________
From: 
Phillip Perry <philperry9(at)gmail.com>
Subject: 
Firewall metal
Date: 
Sep 23, 2016
      
      
      Des anyone know what type of stainless our firewall is made of?   I need to patch
      a couple of unused holes and would like to use a similar material. 
      
      Thanks,
      Phil
      
      
      Sent from my iPhone
      
      
________________________________________________________________________________
Date: 
Sep 23, 2016
From: 
Rodger Todd <rj_todd(at)yahoo.co.uk>
Subject: 
Re: Firewall metal
      
      Hi Phil,
      I think you'll find it is 304 SS which Vans sells as:Part Number = SS304-
      26GAX10X12Price = $5.00
      Rodger 
      
          On Saturday, 24 September 2016, 1:20, Phillip Perry  wrote:
      
      
      Des anyone know what type of stainless our firewall is made of?=C2- I nee
      d to patch a couple of unused holes and would like to use a similar materia
      l. 
      
      Thanks,
      Phil
      
      
      Sent from my iPhone
      
      S -
      WIKI -
       -
      =C2- =C2- =C2- =C2- =C2- -Matt Dralle, List Admin.
      
      
         
      
________________________________________________________________________________
From: 
"Sandra & Rick" <jrlark(at)bmts.com>
Subject: 
Hartzell prop Overhaul/Inspection
Date: 
Sep 23, 2016
      
      Hi all, thought I would give everyone a heads up wrt when/if you have your
      constant speed prop overhauled or inspected by a propeller facility. Due to
      my earlier MT governor failure and engine/prop over speed, I took my prop to
      Hope Aero near Toronto for a visual inspection. While it was there it was
      also discovered that one of the prop blade seals was pinched as I was
      getting a small amount of grease on my RV10 windshield. Hartzell covered
      this under warranty.
      However when Hope Aero re-assembled the front black coloured dome to the
      hub, it was positioned in a slightly different position. Since the front
      spinner plate is bolted directly to this black dome, my front spinner/plate
      screw holes no longer aligned.
      So I was faced with a few of options. Return the prop to Hope Aero (not a
      good one as the prop was torqued and wire tied to the engine), buy a new
      front plate, or rotate the front plate 90 degrees and re-drill and fasten
      new #8 nut plates to the new holes. I ended up rotating 90 degrees.......
      Bottom line, if you are in this same situation make sure the overhaul
      facility know the black dome needs to go precisely back in the same
      position. Kind of a poor design on Vans part IMHO. Wish I had known this
      beforehand.
      Rick
      #40956
      Southampton, Ont
      
      
________________________________________________________________________________
From: 
John Miller <gengrumpy(at)aol.com>
Subject: 
Re: Hartzell prop Overhaul/Inspection
Date: 
Sep 23, 2016
      
      I had a similar experience this year but with a different prop shop.  
      Ended up putting a new front plate in as that was far easier and it 
      didn=99t add additional weight out there.
      
      grumpy
      
      > On Sep 23, 2016, at 3:57 PM, Sandra & Rick  wrote:
      > 
      > Hi all, thought I would give everyone a heads up wrt when/if you have 
      your constant speed prop overhauled or inspected by a propeller 
      facility. Due to my earlier MT governor failure and engine/prop over 
      speed, I took my prop to Hope Aero near Toronto for a visual inspection. 
      While it was there it was also discovered that one of the prop blade 
      seals was pinched as I was getting a small amount of grease on my RV10 
      windshield. Hartzell covered this under warranty.
      > However when Hope Aero re-assembled the front black coloured dome to 
      the hub, it was positioned in a slightly different position. Since the 
      front spinner plate is bolted directly to this black dome, my front 
      spinner/plate screw holes no longer aligned.
      > So I was faced with a few of options. Return the prop to Hope Aero 
      (not a good one as the prop was torqued and wire tied to the engine), 
      buy a new front plate, or rotate the front plate 90 degrees and re-drill 
      and fasten new #8 nut plates to the new holes. I ended up rotating 90 
      degrees.......
      > Bottom line, if you are in this same situation make sure the overhaul 
      facility know the black dome needs to go precisely back in the same 
      position. Kind of a poor design on Vans part IMHO. Wish I had known this 
      beforehand.
      > Rick
      > #40956
      > Southampton, Ont
      
      
________________________________________________________________________________
From: 
David Saylor <saylor.dave(at)gmail.com>
Date: 
Sep 23, 2016
Subject: 
Re: Hartzell prop Overhaul/Inspection
      
      Rick,
      
      You are 100% correct, I about tore my hair out trying to figure out why my
      spinner wouldn't align after an overhaul.  You described the issue
      perfectly.  I did the same as you and drilled a new set of holes in the
      spinner.
      
      After the fact, someone pointed out that I might have been able to slot the
      four holes in the face of the plate, and rotate it slightly.  You'd have to
      be very precise with the slots, but it might be another option.
      
      --Dave
      
      On Fri, Sep 23, 2016 at 1:57 PM, Sandra & Rick  wrote:
      
      > Hi all, thought I would give everyone a heads up wrt when/if you have your
      > constant speed prop overhauled or inspected by a propeller facility. Due to
      > my earlier MT governor failure and engine/prop over speed, I took my prop
      > to Hope Aero near Toronto for a visual inspection. While it was there it
      > was also discovered that one of the prop blade seals was pinched as I was
      > getting a small amount of grease on my RV10 windshield. Hartzell covered
      > this under warranty.
      > However when Hope Aero re-assembled the front black coloured dome to the
      > hub, it was positioned in a slightly different position. Since the front
      > spinner plate is bolted directly to this black dome, my front spinner/plate
      > screw holes no longer aligned.
      > So I was faced with a few of options. Return the prop to Hope Aero (not a
      > good one as the prop was torqued and wire tied to the engine), buy a new
      > front plate, or rotate the front plate 90 degrees and re-drill and fasten
      > new #8 nut plates to the new holes. I ended up rotating 90 degrees.......
      > Bottom line, if you are in this same situation make sure the overhaul
      > facility know the black dome needs to go precisely back in the same
      > position. Kind of a poor design on Vans part IMHO. Wish I had known this
      > beforehand.
      > Rick
      > #40956
      > Southampton, Ont
      >
      
________________________________________________________________________________
From: 
Phillip Perry <philperry9(at)gmail.com>
Date: 
Sep 28, 2016
Subject: 
Lord Adhesive
      
      For those of you who put down Lord 7545A&E for the windows, I've got a
      question.
      
      After leaving my windscreen out as long as humanly possible, it's time to
      put it in and I'd like to use Lord if possible.   I see they make an
      applicator gun for it, but can it be applied with a simple caulk gun?
      
      Curious to know.  I just can't see spending another $60 for a one-time use
      applicator gun.   I'd probably go ahead and just use Weld-on and make the
      wind screen like all my others.
      
      Thanks,
      Phil
      
________________________________________________________________________________
From: 
Shannon Hicks <civeng123(at)gmail.com>
Date: 
Sep 28, 2016
Subject: 
Re: Lord Adhesive
      
      I've got the gun if you want to borrow it.
      
      Shannon
      
      On Wednesday, September 28, 2016, Phillip Perry 
      wrote:
      
      > For those of you who put down Lord 7545A&E for the windows, I've got a
      > question.
      >
      > After leaving my windscreen out as long as humanly possible, it's time to
      > put it in and I'd like to use Lord if possible.   I see they make an
      > applicator gun for it, but can it be applied with a simple caulk gun?
      >
      > Curious to know.  I just can't see spending another $60 for a one-time use
      > applicator gun.   I'd probably go ahead and just use Weld-on and make the
      > wind screen like all my others.
      >
      > Thanks,
      > Phil
      >
      >
      
________________________________________________________________________________
From: 
Jesse Saint <jesse(at)saintaviation.com>
Date: 
Sep 28, 2016
Subject: 
Re: Lord Adhesive
      
      Where are you located? You can mix it separately from the mixer nozzle, but y
      ou can't use a normal caulk gun. You would have to push the plunger on both b
      ottles the exact same amount then mix it in a cup if you don't have the righ
      t gun. 
      
      Jesse Saint
      Saint Aviation, Inc. 
      jesse(at)saintaviation.com
      C: 352-427-0285
      F: 815-377-3694
      
      Sent from my iPhone
      
      > On Sep 28, 2016, at 10:06 PM, Shannon Hicks  wrote:
      > 
      > I've got the gun if you want to borrow it. 
      > 
      > Shannon
      > 
      >> On Wednesday, September 28, 2016, Phillip Perry  wr
      ote:
      >> For those of you who put down Lord 7545A&E for the windows, I've got a qu
      estion.
      >> 
      >> After leaving my windscreen out as long as humanly possible, it's time to
       put it in and I'd like to use Lord if possible.   I see they make an applic
      ator gun for it, but can it be applied with a simple caulk gun?
      >> 
      >> Curious to know.  I just can't see spending another $60 for a one-time us
      e applicator gun.   I'd probably go ahead and just use Weld-on and make the w
      ind screen like all my others.
      >> 
      >> Thanks,
      >> Phil
      >> 
      
________________________________________________________________________________
Subject: 
Windshield strut color?
From: 
"digidocs" <junk(at)dcarr.org>
Date: 
Sep 29, 2016
      
      
      Simple question---what color is your windshield strut and how do you like it?
      
      Thanks!
      David
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=460827#460827
      
      
________________________________________________________________________________
Subject: 
Re: Windshield strut color?
From: 
Bill Watson <Mauledriver(at)nc.rr.com>
Date: 
Sep 29, 2016
      
      
      I left mine in the powder coated white from the factory.  When it was 
      installed I didn't have a color or paint for the interior.
      
      It's just fine as-is (my interior is a light tan)
      
      What I like about the factory finish is that it is durable and the strut 
      does get handled a good bit.  If I had painted it, given my rookie 
      painting skills, I'm afraid it may have worn or chipped. That wouldn't 
      look so good.
      
      Bill "starting up my condition inspection now that the hangar is no 
      longer an oven" Watson
      
      On 9/29/2016 1:05 PM, digidocs wrote:
      >
      > Simple question---what color is your windshield strut and how do you like it?
      >
      > Thanks!
      > David
      
      
      ---
      This email has been checked for viruses by Avast antivirus software.
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________________________________________________________________________________
Subject: 
Re: Windshield strut color?
From: 
"Lenny Iszak" <lenard(at)rapiddecision.com>
Date: 
Sep 29, 2016
      
      
      Had mine wrapped with black leather by a dude who wraps steering wheels.
      
      Lenny
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=460831#460831
      
      
________________________________________________________________________________
From: 
"Carl Froehlich" <carl.froehlich(at)verizon.net>
Subject: 
Windshield strut color?
Date: 
Sep 29, 2016
      
      
      Light sand with 200 grit sandpaper and then painted with the same single
      stage PPG as the rest of the interior (before final install).  Medium gray.
      Panel is dark gray.  Glare shield is flat black.
      
      Carl
      
      -----Original Message-----
      From: owner-rv10-list-server(at)matronics.com
      [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of digidocs
      Sent: Thursday, September 29, 2016 1:05 PM
      Subject: RV10-List: Windshield strut color?
      
      
      Simple question---what color is your windshield strut and how do you like
      it?
      
      Thanks!
      David
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=460827#460827
      
      
________________________________________________________________________________
From: 
Phillip Perry <philperry9(at)gmail.com>
Date: 
Sep 29, 2016
Subject: 
Stitching Baffle Seals
      
      I've got a couple of baffle seals that don't cooperate around my prop gov.
      And since I just removed and replaced by MT gov, I'd like to go ahead and
      clean up the baffle seals.
      
      Where two of my seals intersect, I'd like to bond them together.  I've
      tried pro-sealing them, but it didn't hold.   So I need a mechanical bond
      and I'm considering stitching them.
      
      Has anyone tried stitching them and if so, what material did you use for
      thread?
      
      Thanks,
      Phil
      
________________________________________________________________________________
Subject: 
Re: Stitching Baffle Seals
From: 
Miller John <gengrumpy(at)aol.com>
Date: 
Sep 29, 2016
      
      
      Just stitch them together with some lacing materiel.can get that thru Spruce if
      you dont have any, and big needles from a sewing supply place.
      
      grumpy
      
      > On Sep 29, 2016, at 9:27 PM, Phillip Perry  wrote:
      > 
      > I've got a couple of baffle seals that don't cooperate around my prop gov.  And
      since I just removed and replaced by MT gov, I'd like to go ahead and clean
      up the baffle seals.
      > 
      > Where two of my seals intersect, I'd like to bond them together.  I've tried
      pro-sealing them, but it didn't hold.   So I need a mechanical bond and I'm considering
      stitching them.
      > 
      > Has anyone tried stitching them and if so, what material did you use for thread?
      > 
      > Thanks,
      > Phil
      > 
      > 
      
      
________________________________________________________________________________
Subject: 
Re: Windshield strut color?
From: 
"bob88" <marty.crooks(at)comcast.net>
Date: 
Sep 29, 2016
      
      
      I had mine stripped and powder coated with a flat black "crackle" finish. Came
      out great. Pretty cheap too.
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=460840#460840
      
      
________________________________________________________________________________
From: 
Justin Jones <jmjones2000(at)mindspring.com>
Subject: 
Re: Stitching Baffle Seals
Date: 
Sep 30, 2016
      
      
      Phil, 
      
      If you have the Orange baffle seals, they are made of silicone. Get the Red RTV
      and glue them together. It will hold if the surfaces are cleaned with isopropyl
      or denatured alcohol prior to application. If you'd like to hold it together
      mechanically, stitching with Dacron lacing tape or riveting with appropriately
      sized washers on either side will work. Be sure to put silicone (red RTV looks
      best) in between the seals before mechanically holding them together for an
      air tight seal. 
      
      Justin
      
      > On Sep 29, 2016, at 22:27, Phillip Perry  wrote:
      > 
      > I've got a couple of baffle seals that don't cooperate around my prop gov.  And
      since I just removed and replaced by MT gov, I'd like to go ahead and clean
      up the baffle seals.
      > 
      > Where two of my seals intersect, I'd like to bond them together.  I've tried
      pro-sealing them, but it didn't hold.   So I need a mechanical bond and I'm considering
      stitching them.
      > 
      > Has anyone tried stitching them and if so, what material did you use for thread?
      > 
      > Thanks,
      > Phil
      > 
      > 
      
      
________________________________________________________________________________
Subject: 
Re: Windshield strut color?
From: 
"dmaib(at)me.com" <dmaib(at)me.com>
Date: 
Sep 30, 2016
      
      
      Powder coated mine black to match black and tan interior. Control sticks are also
      powder coated black and glare shield is painted flat black. Very happy with
      the appearance. The only negative is that windshield strut gets very hot with
      the aircraft sitting out in the sun. I usually use it to adjust my seat and it
      can get uncomfortably hot to the touch.
      
      --------
      David Maib
      RV-10 #40559
      New Smyrna Beach, FL
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=460842#460842
      
      
________________________________________________________________________________
From: 
Ben Meyer <benmeyer(at)bellsouth.net>
Subject: 
Re: Stitching Baffle Seals
Date: 
Sep 30, 2016
      
      
      Safety wire worked for me. 
      
      Ben
      
      Sent from my iPhone
      
      > On Sep 29, 2016, at 7:27 PM, Phillip Perry  wrote:
      > 
      > I've got a couple of baffle seals that don't cooperate around my prop gov.  And
      since I just removed and replaced by MT gov, I'd like to go ahead and clean
      up the baffle seals.
      > 
      > Where two of my seals intersect, I'd like to bond them together.  I've tried
      pro-sealing them, but it didn't hold.   So I need a mechanical bond and I'm considering
      stitching them.
      > 
      > Has anyone tried stitching them and if so, what material did you use for thread?
      > 
      > Thanks,
      > Phil
      > 
      > 
      
      
________________________________________________________________________________
Subject: 
Re: Windshield strut color?
From: 
"johngoodman" <johngoodman(at)earthlink.net>
Date: 
Sep 30, 2016
      
      
      digidocs wrote:
      > Simple question---what color is your windshield strut and how do you like it?
      > 
      > Thanks!
      > David
      
      
      I lightly sanded mine and painted it flat black - just like my glare shield. Used
      a rattle can. Been flying 5 years with it, and using it as a primary grip getting
      in and out. Still looks great. I'd do it the same way again.
      John
      
      --------
      #40572 Phase One complete in 2011
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=460846#460846
      
      
________________________________________________________________________________
Subject: 
Re: Stitching Baffle Seals
From: 
Bill Watson <Mauledriver(at)nc.rr.com>
Date: 
Sep 30, 2016
      
      
      I'd second that on the silicone seals. After 5 years and 700+ hours they 
      are still almost like new including the high temp red/orange RTV.  No 
      mechanical stiching required.
      
      On 9/30/2016 5:39 AM, Justin Jones wrote:
      >
      > If you have the Orange baffle seals, they are made of silicone. Get the Red RTV
      and glue them together. It will hold if the surfaces are cleaned with isopropyl
      or denatured alcohol prior to application. If you'd like to hold it together
      mechanically, stitching with Dacron lacing tape or riveting with appropriately
      sized washers on either side will work. Be sure to put silicone (red RTV
      looks best) in between the seals before mechanically holding them together for
      an air tight seal.
      >
      > Justin
      >
      >> On Sep 29, 2016, at 22:27, Phillip Perry  wrote:
      >>
      >> I've got a couple of baffle seals that don't cooperate around my prop gov. 
      And since I just removed and replaced by MT gov, I'd like to go ahead and clean
      up the baffle seals.
      >>
      >> Where two of my seals intersect, I'd like to bond them together.  I've tried
      pro-sealing them, but it didn't hold.   So I need a mechanical bond and I'm considering
      stitching them.
      >>
      >> Has anyone tried stitching them and if so, what material did you use for thread?
      >>
      >> Thanks,
      >> Phil
      >>
      >>
      >
      >
      
      
      ---
      This email has been checked for viruses by Avast antivirus software.
      https://www.avast.com/antivirus
      
      
________________________________________________________________________________
From: 
"Rene" <rene(at)felker.com>
Subject: 
Stitching Baffle Seals
Date: 
Sep 30, 2016
      
      I used safety wire in  one or two of my corners.sealed with Red 
      RTV.
      
      
      Rene'
      
      801-721-6080
      
      
      From: owner-rv10-list-server(at)matronics.com 
      [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Phillip Perry
      Sent: Thursday, September 29, 2016 8:27 PM
      Subject: RV10-List: Stitching Baffle Seals
      
      
      I've got a couple of baffle seals that don't cooperate around my prop 
      gov.  And since I just removed and replaced by MT gov, I'd like to go 
      ahead and clean up the baffle seals.
      
      Where two of my seals intersect, I'd like to bond them together.  I've 
      tried pro-sealing them, but it didn't hold.   So I need a mechanical 
      bond and I'm considering stitching them.
      
      Has anyone tried stitching them and if so, what material did you use for 
      thread?
      
      
      Thanks,
      
      Phil
      
      
________________________________________________________________________________
Subject: 
Re: Windshield strut color?
From: 
Patrick Pulis <rv10free2fly(at)yahoo.com.au>
Date: 
Oct 01, 2016
      
      
      I've had my strut trimmed in brown leather to match the interior. The upholsterer
      did an amazing job at hand stitching the leather along the length of the strut.
      
      My wife wanted input into the interior upholstery as her attachment to the project.
      It looks great.
      
      Warm regards
      
      Patrick
      
      > On 30 Sep 2016, at 02:35, digidocs  wrote:
      > 
      > 
      > Simple question---what color is your windshield strut and how do you like it?
      > 
      > Thanks!
      > David
      > 
      > 
      > 
      > 
      > Read this topic online here:
      > 
      > http://forums.matronics.com/viewtopic.php?p=460827#460827
      > 
      > 
      > 
      > 
      > 
      > 
      > 
      > 
      > 
      > 
      
      
________________________________________________________________________________
Subject: 
Tyre Pressures
From: 
Patrick Pulis <rv10free2fly(at)yahoo.com.au>
Date: 
Oct 01, 2016
      
      
      Could people please chime in as to what tyre pressures they've elected to operate
      at for there main wheels and nosewheel, as I'm writing my pilots operating
      handbook?
      
      Warm regards and thanks.
      
      Patrick
      
      In a very wet, soggy and earlier this week, very dark South Australia!
      
      
________________________________________________________________________________
From: 
"John MacCallum" <john.maccallum(at)bigpond.com>
Subject: 
Tyre Pressures
Date: 
Oct 01, 2016
      
      
      G'day Patrick,
      
      I gleaned this info from the recommendations from the Net from various
      sources. Mostly I arrived at these 
      Pressures, I think, from the Dresser web site.
      
      Nose Tyre		500-5 6 Ply		2.8 Bar / 40 lb
      Main Tyre		15/600-6 6 Ply	2.9 Bar / 42 lb
      
      
      Cheers
      
      John MacCallum
      VH-DUU
      RV 10 # 41016
      
      
      -----Original Message-----
      From: owner-rv10-list-server(at)matronics.com
      [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Patrick Pulis
      Sent: Saturday, 1 October 2016 8:45 AM
      Subject: RV10-List: Tyre Pressures
      
      --> 
      
      Could people please chime in as to what tyre pressures they've elected to
      operate at for there main wheels and nosewheel, as I'm writing my pilots
      operating handbook?
      
      Warm regards and thanks.
      
      Patrick
      
      In a very wet, soggy and earlier this week, very dark South Australia!
      
      
________________________________________________________________________________
From: 
Carl Froehlich <carl.froehlich(at)verizon.net>
Date: 
Sep 30, 2016
Subject: 
Re: Tyre Pressures
      
      
      Mains:  42 psig
      Nose:  32 psig
      
      Carl
      
      > On Sep 30, 2016, at 6:45 PM, Patrick Pulis  wrote:
      > 
      > 
      > Could people please chime in as to what tyre pressures they've elected to operate
      at for there main wheels and nosewheel, as I'm writing my pilots operating
      handbook?
      > 
      > Warm regards and thanks.
      > 
      > Patrick
      > 
      > In a very wet, soggy and earlier this week, very dark South Australia!
      > 
      > 
      > 
      > 
      > 
      
      
________________________________________________________________________________
From: 
Dan Charrois <dan(at)syz.com>
Subject: 
Accurate arm measurements for W&B
Date: 
Sep 30, 2016
      
      
      Hi everyone.  I have something of a "heads up" for people (unless it's more of
      a "heads up" for me, if I've done something wrong :-)
      
      In comparing my W&B numbers to others who have published theirs, I realized that
      many people seem to be using the arm measurement for the wheels as given by
      Van's in their "Sample W&B" information (right: 124.44", left: 124.31", front:
      50.44").  Since it's unlikely that everyone's measurements match Van's exactly
      to the hundredth of an inch, I assume most people are just assuming that since
      the RV-10 is designed so that a person can't help but build it right, Van's
      numbers should be close enough to theirs.
      
      But out of curiosity, I decided to measure mine, as accurately as possible, with
      the door frame/fuselage longeron (Van's level datum line) perfectly level....
      and I ended up with somewhat different measurements.  On my RV-10, I measured
      right: 123.07", left: 123.19", front: 50.32".  The front wheel is pretty close
      to the same place as Van's, but the rear mains are slightly more than an inch
      different.  I'm not sure why the difference is as big as it is - maybe Van's
      measured theirs after the wheel struts had flexed a bit over time.... maybe
      they measured their arms when the aircraft was not empty (which would also cause
      the struts to flex and move the mains aft).... or maybe there is some tolerance
      in parts.
      
      But whatever the reason, I think it's probably important that when doing a W&B,
      the weights and arms are measured for your particular aircraft - don't use the
      weights for your aircraft but the arms from Van's example data.  And it does
      make a difference - using my weights and arms, I end up with an empty CG at 108.2".
      Using my weights and Van's sample arms, I'd have an empty CG at 109.2".
      An inch off in calculations of empty CG might be notable considering there
      is only a 8.4" window in CG in the first place.
      
      If anyone else has measured the arms to their mains and nose gear, I'd be interested
      in hearing what numbers you came up with.
      
      Dan
      ---
      Dan Charrois
      President, Syzygy Research & Technology
      Phone: 780-961-2213
      
      
________________________________________________________________________________
Subject: 
Re: Tyre Pressures
From: 
Patrick Pulis <rv10free2fly(at)yahoo.com.au>
Date: 
Oct 01, 2016
      
      
      Thanks Carl and John.
      
      Does nosewheel tyre pressure influence wheel shimmy?
      
      Warm regards
      
      Patrick
      
      > On 1 Oct 2016, at 09:17, Carl Froehlich  wrote:
      > 
      > 
      > Mains:  42 psig
      > Nose:  32 psig
      > 
      > Carl
      > 
      >> On Sep 30, 2016, at 6:45 PM, Patrick Pulis  wrote:
      >> 
      >> 
      >> Could people please chime in as to what tyre pressures they've elected to operate
      at for there main wheels and nosewheel, as I'm writing my pilots operating
      handbook?
      >> 
      >> Warm regards and thanks.
      >> 
      >> Patrick
      >> 
      >> In a very wet, soggy and earlier this week, very dark South Australia!
      > 
      > 
      > 
      > 
      > 
      > 
      
      
________________________________________________________________________________
Subject: 
Undercarriage Nylok Nuts
From: 
Patrick Pulis <rv10free2fly(at)yahoo.com.au>
Date: 
Oct 01, 2016
      
      When I was at Oshkosh in 2015 I stopped to chat to a poor RV-10 pilot (sorry
       I can't remember your name, however you had an English accent, so I'm assum
      ing you weren't American, but I digress), who had experienced overheating of
       his brakes while taxiing in after landing, to the point where the wheel fai
      ring caught fire.
      
      Suffice to say that the undercarriage as a burnt mess.
      
      Considering the potential for overheating of the brakes, I am considering sw
      apping all the Nylok nuts on the undercarriage and brakes with all-metal sto
      p nuts.
      
      Have others adopted a similar course of action as a contingency?
      
      Is there any disadvantage of using the cadmium plated all-metal lock nuts?
      
      
      Warm regards
      
      Patrick
      
      
________________________________________________________________________________
From: 
Doc <docclv(at)windstream.net>
Subject: 
wheel position on W&B
Date: 
Oct 02, 2016
      
      
      Dan:  You need to use the actual measurement of your wheels from the 
      datum line on your plane.  It does make a difference in what your center 
      of gravity is compared to the sample Van' shows.  However, make certain 
      your main wheels are tracking parallel.  A slight rotation of the main 
      gear legs in the mounting bracket not only affects tracking but also 
      positions the wheel more forward or back. The pilot holes in the gear 
      leg mounting brackets may not be right.   I have addressed this before 
      (Go to the archives).  Good luck.   Doc N123CV #41087
      
      
________________________________________________________________________________
Subject: 
Re: Undercarriage Nylok Nuts
From: 
"eagerlee" <eagerlee(at)comcast.net>
Date: 
Oct 03, 2016
      
      
      We replaced all the nylok nuts at the brake calipers with high temperature lock
      nuts for the very reason you stated - things could get HOT sometimes.
      Paul Hahn
      N82FF
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=460906#460906
      
      
________________________________________________________________________________
From: 
Kelly McMullen <apilot2(at)gmail.com>
Date: 
Oct 03, 2016
Subject: 
Re: Undercarriage Nylok Nuts
      
      If the nylocs on the calipers get hot enough to fail, you will have already
      overheated the O rings and likely have brake fluid leaking.
      While some have replaced the O-rings of standard MS designation with Viton
      for heat resistance, there is a lot of mass to dissapate heat in the
      calipers. Nice to add protection, but the caliper manufacturers seem to
      mostly use nylock and proably have a good idea the heat stress for those
      nuts.
      
      -sent from the I-droid implanted in my forearm
      
      On Mon, Oct 3, 2016 at 6:30 AM, eagerlee  wrote:
      
      >
      > We replaced all the nylok nuts at the brake calipers with high temperature
      > lock nuts for the very reason you stated - things could get HOT sometimes.
      > Paul Hahn
      > N82FF
      >
      >
      > Read this topic online here:
      >
      > http://forums.matronics.com/viewtopic.php?p=460906#460906
      >
      >
      
________________________________________________________________________________
Subject: 
Re: Undercarriage Nylok Nuts
From: 
Patrick Pulis <rv10free2fly(at)yahoo.com.au>
Date: 
Oct 04, 2016
      
      
      Many thanks for cementing my thoughts Paul.
      
      Warm regards
      
      Patrick
      
      > On 4 Oct 2016, at 00:00, eagerlee  wrote:
      > 
      > 
      > We replaced all the nylok nuts at the brake calipers with high temperature lock
      nuts for the very reason you stated - things could get HOT sometimes.
      > Paul Hahn
      > N82FF
      > 
      > 
      > 
      > 
      > Read this topic online here:
      > 
      > http://forums.matronics.com/viewtopic.php?p=460906#460906
      > 
      > 
      > 
      > 
      > 
      > 
      > 
      > 
      > 
      > 
      
      
________________________________________________________________________________
Subject: 
Re: Hartzell prop Overhaul/Inspection
From: 
"woxofswa" <woxof(at)aol.com>
Date: 
Oct 04, 2016
      
      
      Thanks for ruining my day there Rick.
      
      Just picked up my prop.
      
      This is the gift that just keeps on giving.
      
      --------
      Myron Nelson
      Mesa, AZ
      Flew May 10 2014
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=460938#460938
      
      
________________________________________________________________________________
From: 
"David" <dlm34077(at)cox.net>
Subject: 
nose tire pressure
Date: 
Oct 04, 2016
      
      A question and an observation.
      
      
      What pressure are we using in the nose tire?
      
      
      At 1100 TT on the aircraft, this morning I had my first maintenance issue
      away from home base. After landing and breakfast the nose tire was flat.
      Upon removal it looked as though the tube had been pinched in between the
      wheel halves. One bolt of the three was loose. I am trying to determine
      whether it was pinched several years ago when changed or perhaps loosened
      through use and perhaps slightly opened and pinched after a nose wheel side
      load. Any thoughts? After retrieving tools and spare tube from the baggage
      area and the use of a friendly FBO's hangar, two hours later we were
      underway again.
      
      
      ---
      This email has been checked for viruses by Avast antivirus software.
      https://www.avast.com/antivirus
      
________________________________________________________________________________
From: 
Kelly McMullen <apilot2(at)gmail.com>
Date: 
Oct 05, 2016
Subject: 
Re: nose tire pressure
      
      IIRC the plans call for ~42psi.  I try to keep mine above 50. Our recent
      temperature drops will easily cause a 10% drop in pressure with out any
      other factors. I sort of recall some trying both high and low pressure to
      deal with shimmy issues.
      Kelly
      
      -sent from the I-droid implanted in my forearm
      
      On Tue, Oct 4, 2016 at 10:42 PM, David  wrote:
      
      > A question and an observation.
      >
      >
      > What pressure are we using in the nose tire?
      >
      >
      > At 1100 TT on the aircraft, this morning I had my first maintenance issue
      > away from home base. After landing and breakfast the nose tire was flat.
      > Upon removal it looked as though the tube had been pinched in between the
      > wheel halves. One bolt of the three was loose. I am trying to determine
      > whether it was pinched several years ago when changed or perhaps loosened
      > through use and perhaps slightly opened and pinched after a nose wheel si
      de
      > load. Any thoughts? After retrieving tools and spare tube from the baggag
      e
      > area and the use of a friendly FBO=99s hangar, two hours later we w
      ere
      > underway again.
      >
      >
      > ------------------------------
      > [image: Avast logo] 
      >
      > This email has been checked for viruses by Avast antivirus software.
      > www.avast.com 
      >
      >
      
________________________________________________________________________________
Subject: 
Re: nose tire pressure
From: 
"Bob Turner" <bobturner(at)alum.rpi.edu>
Date: 
Oct 05, 2016
      
      
      I'm more concerned about the loose bolt than the tube. If the bolts fail the rims
      can come apart with a lot of force. I'd check the bolt carefully before re-installing.
      Make sure the lock nut cannot be turned by hand.
      
      --------
      Bob Turner
      RV-10 QB
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=460969#460969
      
      
________________________________________________________________________________
From: 
<lewgall(at)charter.net>
Subject: 
Re: nose tire pressure
Date: 
Oct 05, 2016
      
      Hey Kelly,
      
      Glad to hear that you run at 50.  A side note:  I=99ve redone too 
      many nose pants because the tire pressure gets low, there is not enough 
      clearance at the back of the tire opening and the tire doesn=99t 
      recover fast enough on landing so that it grabs the edge of the 
      fiberglass and rips the tail off the tail section in front of the brace 
      baffle.  Am I the only one seeing this?  Haven=99t seen it 
      mentioned.
      
      Later, =93 Lew
      
      From: Kelly McMullen 
      Sent: Wednesday, October 05, 2016 10:02 AM
      Subject: Re: RV10-List: nose tire pressure
      
      IIRC the plans call for ~42psi.  I try to keep mine above 50. Our recent 
      temperature drops will easily cause a 10% drop in pressure with out any 
      other factors. I sort of recall some trying both high and low pressure 
      to deal with shimmy issues.
      
      Kelly
      
      
________________________________________________________________________________
From: 
P Reid <rv10flyer(at)live.com>
Subject: 
nose tire pressure
Date: 
Oct 05, 2016
      
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      b2ZmIHRoZSB0YWlsIHNlY3Rpb24gaW4gZnJvbnQgb2YgdGhlIGJyYWNlIGJhZmZsZS4gIEFtIEkg
      dGhlIG9ubHkgb25lIHNlZWluZyB0aGlzPyAgSGF2ZW7igJl0IHNlZW4gaXQgbWVudGlvbmVkLg0K
      DQpMYXRlciwg4oCTIExldw0KDQpGcm9tOiBLZWxseSBNY011bGxlbjxtYWlsdG86YXBpbG90MkBn
      bWFpbC5jb20+DQpTZW50OiBXZWRuZXNkYXksIE9jdG9iZXIgMDUsIDIwMTYgMTA6MDIgQU0NClRv
      OiBydjEwLWxpc3RAbWF0cm9uaWNzLmNvbTxtYWlsdG86cnYxMC1saXN0QG1hdHJvbmljcy5jb20+
      DQpTdWJqZWN0OiBSZTogUlYxMC1MaXN0OiBub3NlIHRpcmUgcHJlc3N1cmUNCg0KSUlSQyB0aGUg
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      cmVjZW50IHRlbXBlcmF0dXJlIGRyb3BzIHdpbGwgZWFzaWx5IGNhdXNlIGEgMTAlIGRyb3AgaW4g
      cHJlc3N1cmUgd2l0aCBvdXQgYW55IG90aGVyIGZhY3RvcnMuIEkgc29ydCBvZiByZWNhbGwgc29t
      ZSB0cnlpbmcgYm90aCBoaWdoIGFuZCBsb3cgcHJlc3N1cmUgdG8gZGVhbCB3aXRoIHNoaW1teSBp
      c3N1ZXMuDQpLZWxseQ0KDQoNCg0KDQo
      
________________________________________________________________________________
Subject: 
Re: nose tire pressure
From: 
Linn Walters <flying-nut(at)cfl.rr.com>
Date: 
Oct 05, 2016
      
      
      Davids problem started out with the pinched tube due to poor assembly 
      techniques.  He's not alone so this isn't chastisement. I'm betting that 
      90% of the airplane owners out there that do their own tire maintenance 
      were never taught how.  I mean, how difficult can it be???  The bolt 
      issue may have happened at the same time or occurred later.  We'll never 
      know.
      
      Back to my aviation mentor.  Everyone should have one.  He taught me how 
      to change tires/tubes and how to prevent most problems.
      
      1) Use plenty of talc .... everywhere except the bearings. ;-)  Talc the 
      tube, inside of tire, and the parts of the wheel that will contact tube 
      and tire.  Heavily talcing the wheel rim where the tire bead sits will 
      be important when you take the tire off next time.  Don't forget the 
      valve stem.  Lightly blow out excess talc from the inside of tire.  If 
      there's a lot of excess talc it will end up in one place and can affect 
      tire balance.
      
      2) Take the valve core out of the valve stem.
      
      3) Place the tube inside the tire and align valve stem with the dot on 
      the tire.
      
      4) Using your air gun inflate/deflate the tube a couple of times to 
      remove any folds that may be there.  This is important.
      
      5) Put the valve core back in and inflate the tube a little .... so the 
      wheel halves need a little push to get seated.  You will not pinch the 
      tube between the wheel halves if the tube has sufficient air in it.
      
      6) Bolt the wheel halves together and torque to manufacturers 
      recommendation.  They do vary.
      
      7) Remove the valve core and use the blow gun to inflate/deflate a 
      couple of times to make sure no folds exist.  Call it insurance.
      
      8) Put the tire back on the plane and air up until the outside tread 
      just lifts off the ground.  Note the tire pressure if it makes you feel 
      good.
      
      9) Go fly!!!! :-)
      
      Now for some comments.  YMMV.
      
      When I change tires I always clean and regrease the bearings.  If the 
      grease dries out between tire changes you aren't flying enough. I do not 
      change tubes every time I replace the tire.  When they're out of the 
      tire I over-inflate and look for checking in the tube. If there's any 
      checking at all it's time to replace the tube.  Pay particular attention 
      to the tube where the valve stem is.  I've never had a flat in over 40 
      years of flying.
      
      Linn .... still passionate about aviation after all those years
      
      
________________________________________________________________________________
Subject: 
Tire pressure 
From: 
Terry Moushon <tmoushon(at)gmail.com>
Date: 
Oct 06, 2016
      
      
      With only 60 hours now, I have found that 42psi in my mains and 40psi in my nose
      tire works best for me. Good clearance and lower vibration while taxi. My wheels
      are Matco and balanced with their self adhesive weights.
      
      
________________________________________________________________________________
From: 
Doc <docclv(at)windstream.net>
Subject: 
Broken wheel pants
Date: 
Oct 06, 2016
      
      
      Guys:  If you crack (break) a wheel pant from a hard landing, dropping a 
      wheel off the pavement or what ever ( as has happened to a lot of 10's); 
      I have found a solid repair is to reinforce the inside of the pant with 
      some malleable .025 or .032 aluminum formed to fit the pant.  Reinforce 
      the fracture and lay the aluminum over some fiber glass cloth and 
      epoxy.  Counter sink rivet the molded aluminum in place with the epoxy 
      still wet.  I'll guarantee you that the wheel pant will be several times 
      stronger than the original and it won't add much weight.  I agree, you 
      need to keep 48 to 52 pounds in the tires.  I air them until the tread 
      lies flat on the surface. All the tires need to be balanced to prevent 
      that vibration that occurs at about 40mph.  I was not impressed with the 
      Carlisle original tires as the were not round and badly out of balance.  
      Good luck building.  Doc N123CV #41087 260hrs now.
      
      
________________________________________________________________________________
From: 
Ron Walker <n520tx(at)gmail.com>
Subject: 
Advice
Date: 
Oct 06, 2016
      
      
      Posing the question for any sound advice you may have to offer prior to 
      first flight of my 10 ?
      
      I've been through first flight once already with my 7a. The 10 seems 
      different though. I've already done 6 hrs training in the factory 10 
      with Mike.
      
      Anything specific to be aware of ? Any recommendations from those that 
      have been through this already ?  Anything you would have done 
      differently ?
      
      Thanks !
      
      --Ron
      
      
________________________________________________________________________________
From: 
"Rene" <rene(at)felker.com>
Subject: 
Advice
Date: 
Oct 06, 2016
      
      
      My only got ya.....elevator trim.  I had it trimmed to where the trim tabs were
      aligned with the elevator.  Needs to be trimmed nose down.  I had a pretty big
      pitch up on take off and had to use both hands to set the trim.....one to hold
      the stick down and one to push the trim button on the stick.  It was an exciting
      2-3 seconds.
      
      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 Ron Walker
      Sent: Thursday, October 06, 2016 10:35 AM
      Subject: RV10-List: Advice
      
      
      Posing the question for any sound advice you may have to offer prior to first flight
      of my 10 ?
      
      I've been through first flight once already with my 7a. The 10 seems different
      though. I've already done 6 hrs training in the factory 10 with Mike.
      
      Anything specific to be aware of ? Any recommendations from those that have been
      through this already ?  Anything you would have done differently ?
      
      Thanks !
      
      --Ron
      
      
________________________________________________________________________________
From: 
"Carl Froehlich" <carl.froehlich(at)verizon.net>
Subject: 
Advice
Date: 
Oct 06, 2016
      
      
      A few notes:
      - If you installed air dams in front of #1 and #2 cylinders, remove them for the
      first few flights.  After that you can experiment with them, but I suspect they
      will end up fairly short.
      - Have between half and 3/4 tanks.
      - Really verify neutral elevator trim.  Neutral defined as trim tab in line with
      the elevator trailing edge, not the mid travel position.  Have this position
      marked on the elevator trim indicator.  Use this for takeoff pitch trim.
      - Verify elevator trim travel is correct (tab trailing edge down for nose up, tab
      trailing edge up for nose down)
      - On takeoff roll verify airspeed alive.  Abort the takeoff if not.
      - After takeoff and clear of trees and obstacles, reduce RPM to 2500.  This will
      be far more power than you need and will mitigate CHT rise on this first hard
      run.
      - On the first flight, after at 4500' or so, shift fuel tanks (boost pump on) and
      verify fuel pressure and flow before turning off the boost pump.
      - Do your first stall at 4500' or so in landing configuration (power at idle and
      full flaps).  On stall recovery immediately retract the flaps so you don't end
      up over speed with them out (this is amazing easy to do in an RV-10 so be careful).
      - Defer things like AOA and EFIS compass calibration until later flights.
      - Land after 20 min or so.  Decompress, pull the cowl and inspect.  Go have a beer.
      
      Carl
      
      -----Original Message-----
      From: owner-rv10-list-server(at)matronics.com [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Ron Walker
      Sent: Thursday, October 06, 2016 12:35 PM
      Subject: RV10-List: Advice
      
      
      Posing the question for any sound advice you may have to offer prior to first flight
      of my 10 ?
      
      I've been through first flight once already with my 7a. The 10 seems different
      though. I've already done 6 hrs training in the factory 10 with Mike.
      
      Anything specific to be aware of ? Any recommendations from those that have been
      through this already ?  Anything you would have done differently ?
      
      Thanks !
      
      --Ron
      
      
________________________________________________________________________________
From: 
Danny Riggs <jdriggs49(at)MSN.COM>
Subject: 
Re: Advice
Date: 
Oct 06, 2016
      
      
      Yeah, make sure your elevator is centered before take-off. Won't say how I know
      THAT one! 
      
      Sent from my iPad
      
      > On Oct 6, 2016, at 9:45 AM, Ron Walker  wrote:
      > 
      > 
      > Posing the question for any sound advice you may have to offer prior to first
      flight of my 10 ?
      > 
      > I've been through first flight once already with my 7a. The 10 seems different
      though. I've already done 6 hrs training in the factory 10 with Mike.
      > 
      > Anything specific to be aware of ? Any recommendations from those that have been
      through this already ?  Anything you would have done differently ?
      > 
      > Thanks !
      > 
      > --Ron
      > 
      > 
      > 
      > 
      > 
      
      
________________________________________________________________________________
Subject: 
Re: Advice
From: 
"Lenny Iszak" <lenard(at)rapiddecision.com>
Date: 
Oct 06, 2016
      
      
      Don't forget to set up the alarms in your efis correctly. An uncalibrated AOA yelling
      at you on your entire first flight won't be much fun.
      
      Put some weight in the back for the first couple of flights.
      
      Lenny
      
      --------
      Lenny
      N311LZ
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=461029#461029
      
      
________________________________________________________________________________
Subject: 
Re: Hartzell prop Overhaul/Inspection
From: 
"woxofswa" <woxof(at)aol.com>
Date: 
Oct 06, 2016
      
      
      The "ruined my day" comment was just sarcasm. I'm actually appreciative for Rick
      for making this post as it was something I hadn't thought about. I notched my
      plate holes so now I'll be ready when my motor gets back.
      
      --------
      Myron Nelson
      Mesa, AZ
      Flew May 10 2014
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=461030#461030
      
      
________________________________________________________________________________
From: 
Bill Boyd <sportav8r(at)gmail.com>
Date: 
Oct 06, 2016
Subject: 
Re: Advice
      
      Just curious - how many of you would make your first -10 flight off a 2100
      foot grass strip?
      
      Been flying my 6A out of the back yard for 900+ hours now, but did my first
      flights out of LWB with 7001 feet of asphalt and crash trucks available.
      Daydreaming of the day I finish the 10 and whether I would be foolish not
      to disassemble it and truck it 40 miles on a roll-back for the big day.
      
      Insurance company might have their own thoughts on the matter.
      
      -Bill Boyd
      
      On Thu, Oct 6, 2016 at 1:10 PM, Danny Riggs  wrote:
      
      >
      > Yeah, make sure your elevator is centered before take-off. Won't say how 
      I
      > know THAT one! =F0=9F=98=9C
      >
      > Sent from my iPad
      >
      > > On Oct 6, 2016, at 9:45 AM, Ron Walker  wrote:
      > >
      > >
      > > Posing the question for any sound advice you may have to offer prior to
      > first flight of my 10 ?
      > >
      > > I've been through first flight once already with my 7a. The 10 seems
      > different though. I've already done 6 hrs training in the factory 10 with
      > Mike.
      > >
      > > Anything specific to be aware of ? Any recommendations from those that
      > have been through this already ?  Anything you would have done differentl
      y ?
      > >
      > > Thanks !
      > >
      > > --Ron
      > >
      > >
      > >
      > >
      > >
      >
      >
      ===========
      ===========
      ===========
      ===========
      ===========
      >
      >
      
________________________________________________________________________________
From: 
"Rene" <rene(at)felker.com>
Subject: 
Advice
Date: 
Oct 06, 2016
      
      What altitude?
      
      
      What off airport options are there?
      
      
      I am a chicken when it comes to short runways.so I 
      know I would not do it, but we all have our own comfort zone.  I also 
      don=99t believe that you want to add any risk factors you 
      don=99t have to for your first flight.
      
      
      Rene'
      
      801-721-6080
      
      
      From: owner-rv10-list-server(at)matronics.com 
      [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Bill Boyd
      Sent: Thursday, October 06, 2016 2:08 PM
      Subject: Re: RV10-List: Advice
      
      
      Just curious - how many of you would make your first -10 flight off a 
      2100 foot grass strip?  
      
      
      Been flying my 6A out of the back yard for 900+ hours now, but did my 
      first flights out of LWB with 7001 feet of asphalt and crash trucks 
      available.  Daydreaming of the day I finish the 10 and whether I would 
      be foolish not to disassemble it and truck it 40 miles on a roll-back 
      for the big day.  
      
      
      Insurance company might have their own thoughts on the matter.
      
      
      -Bill Boyd
      
      
      On Thu, Oct 6, 2016 at 1:10 PM, Danny Riggs  wrote:
      
      
      Yeah, make sure your elevator is centered before take-off. Won't say how 
      I know THAT one! =F0=9F=98=9C
      
      Sent from my iPad
      
      
      > On Oct 6, 2016, at 9:45 AM, Ron Walker  wrote:
      >
      >
      > Posing the question for any sound advice you may have to offer prior 
      to first flight of my 10 ?
      >
      > I've been through first flight once already with my 7a. The 10 seems 
      different though. I've already done 6 hrs training in the factory 10 
      with Mike.
      >
      > Anything specific to be aware of ? Any recommendations from those that 
      have been through this already ?  Anything you would have done 
      differently ?
      >
      > Thanks !
      >
      > --Ron
      >
      >
      
      
      -List" rel="noreferrer" 
      target="_blank">http://www.matronics.com/Navigator?RV10-List
      FORUMS -
      eferrer" target="_blank">http://forums.matronics.com
      WIKI -
      errer" target="_blank">http://wiki.matronics.com
      b Site -
                -Matt Dralle, List Admin.
      rel="noreferrer" 
      target="_blank">http://www.matronics.com/contribution
      
      
________________________________________________________________________________
From: 
David Saylor <saylor.dave(at)gmail.com>
Date: 
Oct 06, 2016
Subject: 
Re: Advice
      
      Ron,
      
      My advice would be to keep it short.  Have a plan, like where you're going
      to fly and how high.  Don't try to fix anything on the first flight.
      You'll already be at least a little distracted so wait to tune things up
      until later.
      
      After that, I usually plan to fix/adjust/measure one item per flight.  As
      time goes on you'll get more done but initially I like to focus on just
      flying and observing.  Make a tweak, land, access.
      
      The comment about some weight in back is a good one.  25-30 lbs in the
      baggage makes for a nice flare with pretty neutral stick.
      
      --Dave
      
      On Thu, Oct 6, 2016 at 9:35 AM, Ron Walker  wrote:
      
      >
      > Posing the question for any sound advice you may have to offer prior to
      > first flight of my 10 ?
      >
      > I've been through first flight once already with my 7a. The 10 seems
      > different though. I've already done 6 hrs training in the factory 10 with
      > Mike.
      >
      > Anything specific to be aware of ? Any recommendations from those that
      > have been through this already ?  Anything you would have done differently ?
      >
      > Thanks !
      >
      > --Ron
      >
      >
      
________________________________________________________________________________
From: 
Jesse Saint <jesse(at)saintaviation.com>
Date: 
Oct 06, 2016
Subject: 
Re: Advice
      
      I wouldn't do it. The danger of a fuel system malfunction or an engine issue
       are too high to try for a dead stock landing on a short grass runway. An ab
      orted takeoff point would have to be less than 700' probably. If nothing bad
       happens it's a non-issue. Hope for the best, plan for the worst. 2100' gras
      s is not planning for the worst. 
      
      Jesse Saint
      Saint Aviation, Inc. 
      jesse(at)saintaviation.com
      C: 352-427-0285
      F: 815-377-3694
      
      Sent from my iPhone
      
      > On Oct 6, 2016, at 4:25 PM, Rene  wrote:
      > 
      > What altitude?
      >  
      > What off airport options are there?
      >  
      > I am a chicken when it comes to short runways.so I know I
       would not do it, but we all have our own comfort zone.  I also don=99
      t believe that you want to add any risk factors you don=99t have to fo
      r your first flight.
      >  
      > Rene'
      > 801-721-6080
      >  
      > From: owner-rv10-list-server(at)matronics.com [mailto:owner-rv10-list-server@
      matronics.com] On Behalf Of Bill Boyd
      > Sent: Thursday, October 06, 2016 2:08 PM
      > To: rv10-list(at)matronics.com
      > Subject: Re: RV10-List: Advice
      >  
      > Just curious - how many of you would make your first -10 flight off a 2100
       foot grass strip?  
      >  
      > Been flying my 6A out of the back yard for 900+ hours now, but did my firs
      t flights out of LWB with 7001 feet of asphalt and crash trucks available.  D
      aydreaming of the day I finish the 10 and whether I would be foolish not to d
      isassemble it and truck it 40 miles on a roll-back for the big day.  
      >  
      > Insurance company might have their own thoughts on the matter.
      >  
      > -Bill Boyd
      >  
      > On Thu, Oct 6, 2016 at 1:10 PM, Danny Riggs  wrote:
      > 
      > Yeah, make sure your elevator is centered before take-off. Won't say how I
       know THAT one! =F0=9F=98=9C
      > 
      > Sent from my iPad
      > 
      > > On Oct 6, 2016, at 9:45 AM, Ron Walker  wrote:
      > >
      > >
      > > Posing the question for any sound advice you may have to offer prior to f
      irst flight of my 10 ?
      > >
      > > I've been through first flight once already with my 7a. The 10 seems dif
      ferent though. I've already done 6 hrs training in the factory 10 with Mike.
      
      > >
      > > Anything specific to be aware of ? Any recommendations from those that h
      ave been through this already ?  Anything you would have done differently ?
      > >
      > > Thanks !
      > >
      > > --Ron
      > >
      > >
      > >
      > >
      > >
      > 
      > 
      > ==========
      > -List" rel="noreferrer" target="_blank">http://www.matronics.com/Navig
      ator?RV10-List
      > =========================
      > FORUMS -
      > eferrer" target="_blank">http://forums.matronics.com
      > ==========
      > WIKI -
      > errer" target="_blank">http://wiki.matronics.com
      > ==========
      > b Site -
      >           -Matt Dralle, List Admin.
      > rel="noreferrer" target="_blank">http://www.matronics.com/contribution
      
      > =========================
      > 
      > 
      > 
      >  
      
________________________________________________________________________________
Subject: 
Re: Advice
From: 
Bill Watson <Mauledriver(at)nc.rr.com>
Date: 
Oct 06, 2016
      
      I built and live on a 3300' grass strip (with obstructions).  I also had 
      1000+ hours flying off the strip. Not a whole lot of off field options 
      (and I'm a bit of a connoisseur of such things).  My tech advisor and 
      airport manager suggested doing the first flight elsewhere.  I was 
      hesitant because it means doing the final assembly elsewhere.  The 
      roughness of the field is what made me go elsewhere, thinking " if 
      something was amiss on the roll, would I detect it easily given all the 
      new sensations"?
      
      A long smooth strip with flat surroundings is a very good thing... but 
      my '10 flew beautifully and easily from the beginning so no real lesson 
      there.  If the engine runs and the pitch trim is under control - no problem.
      
      Final assembly took a month or two longer than I anticipated despite 
      working on it 7 days a week - should have kept it to 5/week.  I did get 
      a chance to work  in a hangar along side an A&P - great learning experience.
      
      Best of all, I had to fly from my backyard strip to the test strip each 
      day.  I was never a better takeoff/landing pilot.  Three months of 6-7 
      days a week tailwheel flying  = proficiency.  You pros may take it for 
      granted but flying daily takes it  up to another level - great prep for 
      an initial flight even though the '10 has little to do with my 'ol 
      Maule.  Do that if you can.
      
      Bill "thrilling to the view thru my borescope to the delight of the 
      mosquitoes" Watson
      
      
      On 10/6/2016 4:07 PM, Bill Boyd wrote:
      > Just curious - how many of you would make your first -10 flight off a 
      > 2100 foot grass strip?
      >
      > Been flying my 6A out of the back yard for 900+ hours now, but did my 
      > first flights out of LWB with 7001 feet of asphalt and crash trucks 
      > available.  Daydreaming of the day I finish the 10 and whether I would 
      > be foolish not to disassemble it and truck it 40 miles on a roll-back 
      > for the big day.
      >
      > Insurance company might have their own thoughts on the matter.
      >
      > -Bill Boyd
      >
      > On Thu, Oct 6, 2016 at 1:10 PM, Danny Riggs  > wrote:
      >
      >     >
      >
      >     Yeah, make sure your elevator is centered before take-off. Won't
      >     say how I know THAT one! 
      >
      >     Sent from my iPad
      >
      >     > On Oct 6, 2016, at 9:45 AM, Ron Walker      > wrote:
      >     >
      >     >
      >     >
      >     > Posing the question for any sound advice you may have to offer
      >     prior to first flight of my 10 ?
      >     >
      >     > I've been through first flight once already with my 7a. The 10
      >     seems different though. I've already done 6 hrs training in the
      >     factory 10 with Mike.
      >     >
      >     > Anything specific to be aware of ? Any recommendations from
      >     those that have been through this already ?  Anything you would
      >     have done differently ?
      >     >
      >     > Thanks !
      >     >
      >     > --Ron
      >     >
      >     >
      >     >
      >     >
      >     >
      >
      >
      >     ===================================
      >     -List" rel="noreferrer"
      >     target="_blank">http://www.matronics.com/Navigator?RV10-List
      >     ===================================
      >     FORUMS -
      >     eferrer" target="_blank">http://forums.matronics.com
      >     ===================================
      >     WIKI -
      >     errer" target="_blank">http://wiki.matronics.com
      >     ===================================
      >     b Site -
      >               -Matt Dralle, List Admin.
      >     rel="noreferrer" target="_blank">http://www.matronics.com/contribution
      >     ===================================
      >
      >
      
      
      ---
      This email has been checked for viruses by Avast antivirus software.
      https://www.avast.com/antivirus
      
________________________________________________________________________________
From: 
Metrocast <amekler(at)metrocast.net>
Date: 
Oct 06, 2016
Subject: 
Re: Advice
      
       I watched a Lancair test pilot fly a first flight
      He ran the airplane with it tied down and people holding the wings down for 2
       minutes at full throttle
      He said if the engine runs for 2 minutes he can make it back to the airport
      Alan
      
      Sent from my iPhone
      
      > On Oct 6, 2016, at 6:46 PM, Bill Watson  wrote:
      > 
      > I built and live on a 3300' grass strip (with obstructions).  I also had 1
      000+ hours flying off the strip. Not a whole lot of off field options (and I
      'm a bit of a connoisseur of such things).  My tech advisor and airport mana
      ger suggested doing the first flight elsewhere.  I was hesitant because it m
      eans doing the final assembly elsewhere.  The roughness of the field is what
       made me go elsewhere, thinking " if something was amiss on the roll, would I
       detect it easily given all the new sensations"?
      > 
      > A long smooth strip with flat surroundings is a very good  thing... but my
       '10 flew beautifully and easily from the beginning so no real lesson there.
        If the engine runs and the pitch trim is under control - no problem.
      > 
      > Final assembly took a month or two longer than I anticipated despite worki
      ng on it 7 days a week - should have kept it to 5/week.  I did get a chance t
      o work  in a hangar along side an A&P - great learning experience.
      > 
      > Best of all, I had to fly from my backyard strip to the test strip each da
      y.  I was never a better takeoff/landing pilot.  Three months of 6-7 days a w
      eek tailwheel flying  = proficiency.  You pros may take it for granted but
       flying daily takes it  up to another level - great prep for an initial flig
      ht even though the '10 has little to do with my 'ol Maule.  Do that if you c
      an.
      > 
      > Bill "thrilling to the view thru my borescope to the delight of the mosqui
      toes" Watson
      > 
      > 
      > 
      >> On 10/6/2016 4:07 PM, Bill Boyd wrote:
      >> Just curious - how many of you would make your first -10 flight off a 210
      0 foot grass strip?  
      >> 
      >> Been flying my 6A out of the back yard for 900+ hours now, but did my fir
      st flights out of LWB with 7001 feet of asphalt and crash trucks available. 
       Daydreaming of the day I finish the 10 and whether I would be foolish not t
      o disassemble it and truck it 40 miles on a roll-back for the big day.  
      >> 
      >> Insurance company might have their own thoughts on the matter.
      >> 
      >> -Bill Boyd
      >> 
      >>> On Thu, Oct 6, 2016 at 1:10 PM, Danny Riggs  wrote:
      >>> 
      >>> Yeah, make sure your elevator is centered before take-off. Won't say how
       I know THAT one! =F0=9F=98=9C
      >>> 
      >>> Sent from my iPad
      >>> 
      >>> > On Oct 6, 2016, at 9:45 AM, Ron Walker  wrote:
      >>> >
      >>> >
      >>> > Posing the question for any sound advice you may have to offer prior t
      o first flight of my 10 ?
      >>> >
      >>> > I've been through first flight once already with my 7a. The 10 seems d
      ifferent though. I've already done 6 hrs training in the factory 10 with Mik
      e.
      >>> >
      >>> > Anything specific to be aware of ? Any recommendations from those that
       have been through this already ?  Anything you would have done differently ?
      
      >>> >
      >>> > Thanks !
      >>> >
      >>> > --Ron
      >>> >
      >>> >
      >>> >
      >>> >
      >>> >
      >>> 
      >>> 
      >>> ========================
      ===========
      >>> -List" rel="noreferrer" target="_blank">http://www.matronics.com/Nav
      igator?RV10-List
      >>> ========================
      ===========
      >>> FORUMS -
      >>> eferrer" target="_blank">http://forums.matronics.com
      >>> ========================
      ===========
      >>> WIKI -
      >>> errer" target="_blank">http://wiki.matronics.com
      >>> ========================
      ===========
      >>> b Site -
      >>>           -Matt Dralle, List Admin.
      >>> rel="noreferrer" target="_blank">http://www.matronics.com/contributi
      on
      >>> ========================
      ===========
      >>> 
      >>> 
      >>> 
      >> 
      > 
      > 
      > 
      >   			 		
      > This email has been checked for viruses by Avast antivirus software. 
      > www.avast.com
      > 
      > 
      
________________________________________________________________________________
Subject: 
Re: Advice
From: 
Lyle Peterson <lyleap(at)centurylink.net>
Date: 
Oct 06, 2016
      
      And it might well have been the last two minutes that the engine would 
      run.  History is not a good predictor of engine life.
      
      If the OP is concerned about making the first flight from a short grass 
      strip he should not do it.
      
      
      On 10/6/2016 4:40 PM, Metrocast wrote:
      >  I watched a Lancair test pilot fly a first flight
      > He ran the airplane with it tied down and people holding the wings 
      > down for 2 minutes at full throttle
      > He said if the engine runs for 2 minutes he can make it back to the 
      > airport
      > Alan
      >
      > Sent from my iPhone
      >
      > On Oct 6, 2016, at 6:46 PM, Bill Watson  > wrote:
      >
      >> I built and live on a 3300' grass strip (with obstructions).  I also 
      >> had 1000+ hours flying off the strip. Not a whole lot of off field 
      >> options (and I'm a bit of a connoisseur of such things).  My tech 
      >> advisor and airport manager suggested doing the first flight 
      >> elsewhere. I was hesitant because it means doing the final assembly 
      >> elsewhere.  The roughness of the field is what made me go elsewhere, 
      >> thinking " if something was amiss on the roll, would I detect it 
      >> easily given all the new sensations"?
      >>
      >> A long smooth strip with flat surroundings is a very good thing... 
      >> but my '10 flew beautifully and easily from the beginning so no real 
      >> lesson there.  If the engine runs and the pitch trim is under control 
      >> - no problem.
      >>
      >> Final assembly took a month or two longer than I anticipated despite 
      >> working on it 7 days a week - should have kept it to 5/week.  I did 
      >> get a chance to work  in a hangar along side an A&P - great learning 
      >> experience.
      >>
      >> Best of all, I had to fly from my backyard strip to the test strip 
      >> each day.  I was never a better takeoff/landing pilot.  Three months 
      >> of 6-7 days a week tailwheel flying  = proficiency.  You pros may 
      >> take it for granted but flying daily takes it  up to another level - 
      >> great prep for an initial flight even though the '10 has little to do 
      >> with my 'ol Maule.  Do that if you can.
      >>
      >> Bill "thrilling to the view thru my borescope to the delight of the 
      >> mosquitoes" Watson
      >>
      >>
      >>
      >> On 10/6/2016 4:07 PM, Bill Boyd wrote:
      >>> Just curious - how many of you would make your first -10 flight off 
      >>> a 2100 foot grass strip?
      >>>
      >>> Been flying my 6A out of the back yard for 900+ hours now, but did 
      >>> my first flights out of LWB with 7001 feet of asphalt and crash 
      >>> trucks available.  Daydreaming of the day I finish the 10 and 
      >>> whether I would be foolish not to disassemble it and truck it 40 
      >>> miles on a roll-back for the big day.
      >>>
      >>> Insurance company might have their own thoughts on the matter.
      >>>
      >>> -Bill Boyd
      >>>
      >>> On Thu, Oct 6, 2016 at 1:10 PM, Danny Riggs >> > wrote:
      >>>
      >>>     >
      >>>
      >>>     Yeah, make sure your elevator is centered before take-off. Won't
      >>>     say how I know THAT one! 
      >>>
      >>>     Sent from my iPad
      >>>
      >>>     > On Oct 6, 2016, at 9:45 AM, Ron Walker >>     > wrote:
      >>>     >
      >>>     >
      >>>     >
      >>>     > Posing the question for any sound advice you may have to offer
      >>>     prior to first flight of my 10 ?
      >>>     >
      >>>     > I've been through first flight once already with my 7a. The 10
      >>>     seems different though. I've already done 6 hrs training in the
      >>>     factory 10 with Mike.
      >>>     >
      >>>     > Anything specific to be aware of ? Any recommendations from
      >>>     those that have been through this already ?  Anything you would
      >>>     have done differently ?
      >>>     >
      >>>     > Thanks !
      >>>     >
      >>>     > --Ron
      >>>     >
      >>>     >
      >>>     >
      >>>     >
      >>>     >
      >>>
      >>>
      >>>     ===================================
      >>>     -List" rel="noreferrer"
      >>>     target="_blank">http://www.matronics.com/Navigator?RV10-List
      >>>     ===================================
      >>>     FORUMS -
      >>>     eferrer" target="_blank">http://forums.matronics.com
      >>>     ===================================
      >>>     WIKI -
      >>>     errer" target="_blank">http://wiki.matronics.com
      >>>     ===================================
      >>>     b Site -
      >>>               -Matt Dralle, List Admin.
      >>>     rel="noreferrer"
      >>>     target="_blank">http://www.matronics.com/contribution
      >>>     ===================================
      >>>
      >>>
      >>>
      >>>
      >>
      >>
      >>
      >> ------------------------------------------------------------------------
      >> Avast logo 
      >>  
      >> 	
      >>
      >> This email has been checked for viruses by Avast antivirus software.
      >> www.avast.com 
      >>  
      >>
      >>
      >>
      
      
      ---
      This email has been checked for viruses by Avast antivirus software.
      https://www.avast.com/antivirus
      
________________________________________________________________________________
Subject: 
Re: Advice
From: 
Ron Walker <n520tx(at)gmail.com>
Date: 
Oct 07, 2016
      
      
      Thanks for all the hints ! Looks like the most popular is to ensure the 
      elevator trim is set up correctly. I played the rigging game a couple 
      weeks back and it has the required travel.
      
      FAA guys are coming up from the SA FSDO next Wednesday for the AWC 
      inspection - gonna be a weekend of quadruple checking everything over !
      
      --Ron
      
      
      On 10/06/2016 11:35 AM, Ron Walker wrote:
      >
      > Posing the question for any sound advice you may have to offer prior 
      > to first flight of my 10 ?
      >
      > I've been through first flight once already with my 7a. The 10 seems 
      > different though. I've already done 6 hrs training in the factory 10 
      > with Mike.
      >
      > Anything specific to be aware of ? Any recommendations from those that 
      > have been through this already ?  Anything you would have done 
      > differently ?
      >
      > Thanks !
      >
      > --Ron
      >
      
      
________________________________________________________________________________
From: 
Bill Boyd <sportav8r(at)gmail.com>
Date: 
Oct 07, 2016
Subject: 
Re: Advice
      
      I appreciate the input, guys.  Sorry to drift the thread away from the
      original question about recommendations, caveats, and preparations.  This
      decision is many years away for me at the pace I /have a kitchen pass to/
      work.
      
      As to Lyle's point, I will be making thousands of subsequent flights from a
      short grass strip regardless of where the first few were done.  For each of
      those flights, history still will not be a predictor.  I will be a more
      experienced RV-10 pilot later on, true.  But the engine and systems will be
      more worn with each, and any eventual failures will be more imminent as
      time builds.
      
      My concerns are more about the piloting challenges (for the inexperienced)
      of operating the 10 from a short grass field than about the remote
      likelihood of mechanical failure. How hard would it likely have been for
      y'all to nail a decent short/soft field landing as a low time -10 pilot
      with all the other first-flight things going on and only a few hours with a
      transition instructor under your belt?  How similar is 6A fixed pitch
      performance to 10 CS on landing?  How well can I expect my 900 hours here
      to translate from the one model to the other when it's do or die time?
      Things like that...
      
      -Stormy
      
      On Thu, Oct 6, 2016 at 10:04 PM, Lyle Peterson 
      wrote:
      
      > And it might well have been the last two minutes that the engine would
      > run.  History is not a good predictor of engine life.
      >
      > If the OP is concerned about making the first flight from a short grass
      > strip he should not do it.
      >
      > On 10/6/2016 4:40 PM, Metrocast wrote:
      >
      >  I watched a Lancair test pilot fly a first flight
      > He ran the airplane with it tied down and people holding the wings down
      > for 2 minutes at full throttle
      > He said if the engine runs for 2 minutes he can make it back to the airpo
      rt
      > Alan
      >
      > Sent from my iPhone
      >
      > On Oct 6, 2016, at 6:46 PM, Bill Watson  wrote:
      >
      > I built and live on a 3300' grass strip (with obstructions).  I also had
      > 1000+ hours flying off the strip. Not a whole lot of off field options (a
      nd
      > I'm a bit of a connoisseur of such things).  My tech advisor and airport
      > manager suggested doing the first flight elsewhere.  I was hesitant becau
      se
      > it means doing the final assembly elsewhere.  The roughness of the field 
      is
      > what made me go elsewhere, thinking " if something was amiss on the roll,
      > would I detect it easily given all the new sensations"?
      >
      > A long smooth strip with flat surroundings is a very good  thing... but m
      y
      > '10 flew beautifully and easily from the beginning so no real lesson
      > there.  If the engine runs and the pitch trim is under control - no probl
      em.
      >
      > Final assembly took a month or two longer than I anticipated despite
      > working on it 7 days a week - should have kept it to 5/week.  I did get a
      > chance to work  in a hangar along side an A&P - great learning experience
      .
      >
      > Best of all, I had to fly from my backyard strip to the test strip each
      > day.  I was never a better takeoff/landing pilot.  Three months of 6-7 da
      ys
      > a week tailwheel flying  = proficiency.  You pros may take it for grant
      ed
      > but flying daily takes it  up to another level - great prep for an initia
      l
      > flight even though the '10 has little to do with my 'ol Maule.  Do that i
      f
      > you can.
      >
      > Bill "thrilling to the view thru my borescope to the delight of the
      > mosquitoes" Watson
      >
      >
      > On 10/6/2016 4:07 PM, Bill Boyd wrote:
      >
      > Just curious - how many of you would make your first -10 flight off a 210
      0
      > foot grass strip?
      >
      > Been flying my 6A out of the back yard for 900+ hours now, but did my
      > first flights out of LWB with 7001 feet of asphalt and crash trucks
      > available.  Daydreaming of the day I finish the 10 and whether I would be
      > foolish not to disassemble it and truck it 40 miles on a roll-back for th
      e
      > big day.
      >
      > Insurance company might have their own thoughts on the matter.
      >
      > -Bill Boyd
      >
      > On Thu, Oct 6, 2016 at 1:10 PM, Danny Riggs  wrote:
      >
      >>
      >> Yeah, make sure your elevator is centered before take-off. Won't say how
      >> I know THAT one! =F0=9F=98=9C
      >>
      >> Sent from my iPad
      >>
      >> > On Oct 6, 2016, at 9:45 AM, Ron Walker  wrote:
      >> >
      >> >
      >> > Posing the question for any sound advice you may have to offer prior t
      o
      >> first flight of my 10 ?
      >> >
      >> > I've been through first flight once already with my 7a. The 10 seems
      >> different though. I've already done 6 hrs training in the factory 10 wit
      h
      >> Mike.
      >> >
      >> > Anything specific to be aware of ? Any recommendations from those that
      >> have been through this already ?  Anything you would have done different
      ly ?
      >> >
      >> > Thanks !
      >> >
      >> > --Ron
      >> >
      >> >
      >> >
      >> >
      >> >
      >>
      >>
      >> ========================
      ===========
      >> -List" rel="noreferrer" target="_blank">http://www.matronics.com/
      >> Navigator?RV10-List
      >> ========================
      ===========
      >> FORUMS -
      >> eferrer" target="_blank">http://forums.matronics.com
      >> ========================
      ===========
      >> WIKI -
      >> errer" target="_blank">http://wiki.matronics.com
      >> ========================
      ===========
      >> b Site -
      >>           -Matt Dralle, List Admin.
      >> rel="noreferrer" target="_blank">http://www.matronics.com/contributi
      on
      >> ========================
      ===========
      >>
      >>
      >>
      >>
      >
      >
      > ------------------------------
      > [image: Avast logo]
      > 
      >
      > This email has been checked for viruses by Avast antivirus software.
      > www.avast.com
      > 
      >
      >
      > ------------------------------
      > [image: Avast logo]
      > 
      >
      > This email has been checked for viruses by Avast antivirus software.
      > www.avast.com
      > 
      >
      >
      
________________________________________________________________________________
From: 
Kelly McMullen <apilot2(at)gmail.com>
Date: 
Oct 07, 2016
Subject: 
Re: Advice
      
      DAR/FSDO inspection will focus on paperwork and that the controls are free
      and correct. I had to fix an issue of binding that could not occur with
      pilot's legs in place. They will want to know you have an engine run or
      two, no leaks, all the required placards and forms filled out correctly. So
      don't sweat the mechanical so much, other than for your own protection. It
      is unlikely to be a factor in the licensing. There are lots of opinions on
      "hi-speed" taxi runs. I did a couple to about 40 kts, more to check
      handling than anything else. Not to full power. Your first full power will
      surprise you with the acceleration. Suggest that you only use 0 degrees
      flaps for first few few takeoffs, until you realize that a half flap
      takeoff requires starting flap retraction within the first 50 ft of
      altitude to prevent overspeed.  Strongly consider the additional pilot
      program to have help and experience of a pilot that meets the
      qualifications. The first flight you are too busy to observe everything,
      much less traffic. I found it didn't take away from my experience doing
      first flight, and actually helped significantly.
      
      -sent from the I-droid implanted in my forearm
      
      On Fri, Oct 7, 2016 at 3:58 AM, Ron Walker  wrote:
      
      >
      > Thanks for all the hints ! Looks like the most popular is to ensure the
      > elevator trim is set up correctly. I played the rigging game a couple weeks
      > back and it has the required travel.
      >
      > FAA guys are coming up from the SA FSDO next Wednesday for the AWC
      > inspection - gonna be a weekend of quadruple checking everything over !
      >
      > --Ron
      >
      >
      > On 10/06/2016 11:35 AM, Ron Walker wrote:
      >
      >>
      >> Posing the question for any sound advice you may have to offer prior to
      >> first flight of my 10 ?
      >>
      >> I've been through first flight once already with my 7a. The 10 seems
      >> different though. I've already done 6 hrs training in the factory 10 with
      >> Mike.
      >>
      >> Anything specific to be aware of ? Any recommendations from those that
      >> have been through this already ?  Anything you would have done differently ?
      >>
      >> Thanks !
      >>
      >> --Ron
      >>
      >>
      >
      >
      
________________________________________________________________________________
From: 
Kelly McMullen <apilot2(at)gmail.com>
Date: 
Oct 07, 2016
Subject: 
Re: Advice
      
      I think you would find the extra weight and inertia of the -10  a challenge
      in that short of a runway, with less braking available than pavement.
      My -10 lands very much like my Mooney, and is about same wt. At 65 hours in
      the -10, I still can't land it as short as the Mooney. Do you really want
      to be doing a landing with little margin for error on your first flight,
      when you have little experience with its low speed handling, wi??th only a
      few stalls and small amount of slow flight in it? I'm sure you will be fine
      there once you have a bit of time figuring out what is needed for a short
      field with little to no braking available. Just don't think it is advisable
      for first few flights.
      
      -sent from the I-droid implanted in my forearm
      
      On Fri, Oct 7, 2016 at 4:41 AM, Bill Boyd  wrote:
      
      > I appreciate the input, guys.  Sorry to drift the thread away from the
      > original question about recommendations, caveats, and preparations.  This
      > decision is many years away for me at the pace I /have a kitchen pass to/
      > work.
      >
      > As to Lyle's point, I will be making thousands of subsequent flights from
      > a short grass strip regardless of where the first few were done.  For eac
      h
      > of those flights, history still will not be a predictor.  I will be a mor
      e
      > experienced RV-10 pilot later on, true.  But the engine and systems will 
      be
      > more worn with each, and any eventual failures will be more imminent as
      > time builds.
      >
      > My concerns are more about the piloting challenges (for the inexperienced
      )
      > of operating the 10 from a short grass field than about the remote
      > likelihood of mechanical failure. How hard would it likely have been for
      > y'all to nail a decent short/soft field landing as a low time -10 pilot
      > with all the other first-flight things going on and only a few hours with
       a
      > transition instructor under your belt?  How similar is 6A fixed pitch
      > performance to 10 CS on landing?  How well can I expect my 900 hours here
      > to translate from the one model to the other when it's do or die time?
      > Things like that...
      >
      > -Stormy
      >
      > On Thu, Oct 6, 2016 at 10:04 PM, Lyle Peterson 
      > wrote:
      >
      >> And it might well have been the last two minutes that the engine would
      >> run.  History is not a good predictor of engine life.
      >>
      >> If the OP is concerned about making the first flight from a short grass
      >> strip he should not do it.
      >>
      >> On 10/6/2016 4:40 PM, Metrocast wrote:
      >>
      >>  I watched a Lancair test pilot fly a first flight
      >> He ran the airplane with it tied down and people holding the wings down
      >> for 2 minutes at full throttle
      >> He said if the engine runs for 2 minutes he can make it back to the
      >> airport
      >> Alan
      >>
      >> Sent from my iPhone
      >>
      >> On Oct 6, 2016, at 6:46 PM, Bill Watson  wrote:
      >>
      >> I built and live on a 3300' grass strip (with obstructions).  I also had
      >> 1000+ hours flying off the strip. Not a whole lot of off field options (
      and
      >> I'm a bit of a connoisseur of such things).  My tech advisor and airport
      >> manager suggested doing the first flight elsewhere.  I was hesitant beca
      use
      >> it means doing the final assembly elsewhere.  The roughness of the field
       is
      >> what made me go elsewhere, thinking " if something was amiss on the roll
      ,
      >> would I detect it easily given all the new sensations"?
      >>
      >> A long smooth strip with flat surroundings is a very good  thing... but
      >> my '10 flew beautifully and easily from the beginning so no real lesson
      >> there.  If the engine runs and the pitch trim is under control - no prob
      lem.
      >>
      >> Final assembly took a month or two longer than I anticipated despite
      >> working on it 7 days a week - should have kept it to 5/week.  I did get 
      a
      >> chance to work  in a hangar along side an A&P - great learning experienc
      e.
      >>
      >> Best of all, I had to fly from my backyard strip to the test strip each
      >> day.  I was never a better takeoff/landing pilot.  Three months of 6-7 d
      ays
      >> a week tailwheel flying  = proficiency.  You pros may take it for gran
      ted
      >> but flying daily takes it  up to another level - great prep for an initi
      al
      >> flight even though the '10 has little to do with my 'ol Maule.  Do that 
      if
      >> you can.
      >>
      >> Bill "thrilling to the view thru my borescope to the delight of the
      >> mosquitoes" Watson
      >>
      >>
      >>
      >> On 10/6/2016 4:07 PM, Bill Boyd wrote:
      >>
      >> Just curious - how many of you would make your first -10 flight off a
      >> 2100 foot grass strip?
      >>
      >> Been flying my 6A out of the back yard for 900+ hours now, but did my
      >> first flights out of LWB with 7001 feet of asphalt and crash trucks
      >> available.  Daydreaming of the day I finish the 10 and whether I would b
      e
      >> foolish not to disassemble it and truck it 40 miles on a roll-back for t
      he
      >> big day.
      >>
      >> Insurance company might have their own thoughts on the matter.
      >>
      >> -Bill Boyd
      >>
      >> On Thu, Oct 6, 2016 at 1:10 PM, Danny Riggs  wrote:
      >>
      >>>
      >>> Yeah, make sure your elevator is centered before take-off. Won't say ho
      w
      >>> I know THAT one! =F0=9F=98=9C
      >>>
      >>> Sent from my iPad
      >>>
      >>> > On Oct 6, 2016, at 9:45 AM, Ron Walker  wrote:
      >>> >
      >>> >
      >>> > Posing the question for any sound advice you may have to offer prior
      >>> to first flight of my 10 ?
      >>> >
      >>> > I've been through first flight once already with my 7a. The 10 seems
      >>> different though. I've already done 6 hrs training in the factory 10 wi
      th
      >>> Mike.
      >>> >
      >>> > Anything specific to be aware of ? Any recommendations from those tha
      t
      >>> have been through this already ?  Anything you would have done differen
      tly ?
      >>> >
      >>> > Thanks !
      >>> >
      >>> > --Ron
      >>> >
      >>> >
      >>> >
      >>> >
      >>> >
      >>>
      >>>
      >>> =======================
      ============
      >>> -List" rel="noreferrer" target="_blank">http://www.matronics.com/
      >>> Navigator?RV10-List
      >>> =======================
      ============
      >>> FORUMS -
      >>> eferrer" target="_blank">http://forums.matronics.com
      >>> =======================
      ============
      >>> WIKI -
      >>> errer" target="_blank">http://wiki.matronics.com
      >>> =======================
      ============
      >>> b Site -
      >>>           -Matt Dralle, List Admin.
      >>> rel="noreferrer" target="_blank">http://www.matronics.com/contribut
      ion
      >>> =======================
      ============
      >>>
      >>>
      >>>
      >>>
      >>
      >>
      >>
      >> ------------------------------
      >> [image: Avast logo]
      >> 
      >>
      >> This email has been checked for viruses by Avast antivirus software.
      >> www.avast.com
      >> 
      >>
      >>
      >>
      >>
      >> ------------------------------
      >> [image: Avast logo]
      >> 
      >>
      >> This email has been checked for viruses by Avast antivirus software.
      >> www.avast.com
      >> 
      >>
      >>
      >
      
________________________________________________________________________________
Subject: 
Re: Advice
From: 
"hotwheels" <jaybrinkmeyer(at)yahoo.com>
Date: 
Oct 07, 2016
      
      
      Expect the unexpected and you won't be surprised...
      
      Orbiting over the airport above pattern altitude for the first couple hours always
      seemed like a good idea. 
      
      Pitch trim is critical in the -10 and I can totally relate to the comment about
      having to immediately push forward and trim right after first takeoff. I think
      there was some test flight doc that recommended slight trim up, but adding any
      up trim was totally not good, at least for me.
      
      Plan on using the entire runway the first couple of flights and lay off the brakes.
      Gentle inputs and minimal control inputs. I would hesitate to do anything
      short or soft field until you get a good sense of how your ride behaves.
      
      I had a great ground crew on the radio and their presence really made a difference
      in my first-flight comfort level. Ask them to drill you on emergency procedures
      beforehand.
      
      Have fun and good luck! I look forward to hearing about your experience.
      
      Cheers,
      Jay
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=461060#461060
      
      
________________________________________________________________________________
Subject: 
Re: Advice
From: 
Bill Watson <Mauledriver(at)nc.rr.com>
Date: 
Oct 07, 2016
      
      I've found the '10 to be an amazingly easy plane to fly and particularly 
      sweet to land.
      
      I would be confident operating it off a close to sea level short strip  
      like you have if the approaches are unobstructed and if the overrun is 
      not lethal.  A slope would help.  Obstructions directly impact the 
      effective length - 10X the height is my ROT.
      
      On 10/7/2016 7:41 AM, Bill Boyd wrote:
      > I appreciate the input, guys.  Sorry to drift the thread away from the 
      > original question about recommendations, caveats, and preparations.  
      > This decision is many years away for me at the pace I /have a kitchen 
      > pass to/ work.
      >
      > As to Lyle's point, I will be making thousands of subsequent flights 
      > from a short grass strip regardless of where the first few were done.  
      > For each of those flights, history still will not be a predictor.  I 
      > will be a more experienced RV-10 pilot later on, true.  But the engine 
      > and systems will be more worn with each, and any eventual failures 
      > will be more imminent as time builds.
      >
      > My concerns are more about the piloting challenges (for the 
      > inexperienced) of operating the 10 from a short grass field than about 
      > the remote likelihood of mechanical failure. How hard would it likely 
      > have been for y'all to nail a decent short/soft field landing as a low 
      > time -10 pilot with all the other first-flight things going on and 
      > only a few hours with a transition instructor under your belt?  How 
      > similar is 6A fixed pitch performance to 10 CS on landing?  How well 
      > can I expect my 900 hours here to translate from the one model to the 
      > other when it's do or die time?  Things like that...
      >
      > -Stormy
      >
      > On Thu, Oct 6, 2016 at 10:04 PM, Lyle Peterson  > wrote:
      >
      >     And it might well have been the last two minutes that the engine
      >     would run.  History is not a good predictor of engine life.
      >
      >     If the OP is concerned about making the first flight from a short
      >     grass strip he should not do it.
      >
      >
      >     On 10/6/2016 4:40 PM, Metrocast wrote:
      >>      I watched a Lancair test pilot fly a first flight
      >>     He ran the airplane with it tied down and people holding the
      >>     wings down for 2 minutes at full throttle
      >>     He said if the engine runs for 2 minutes he can make it back to
      >>     the airport
      >>     Alan
      >>
      >>     Sent from my iPhone
      >>
      >>     On Oct 6, 2016, at 6:46 PM, Bill Watson >     > wrote:
      >>
      >>>     I built and live on a 3300' grass strip (with obstructions).  I
      >>>     also had 1000+ hours flying off the strip. Not a whole lot of
      >>>     off field options (and I'm a bit of a connoisseur of such
      >>>     things).  My tech advisor and airport manager suggested doing
      >>>     the first flight elsewhere.  I was hesitant because it means
      >>>     doing the final assembly elsewhere.  The roughness of the field
      >>>     is what made me go elsewhere, thinking " if something was amiss
      >>>     on the roll, would I detect it easily given all the new sensations"?
      >>>
      >>>     A long smooth strip with flat surroundings is a very good 
      >>>     thing... but my '10 flew beautifully and easily from the
      >>>     beginning so no real lesson there.  If the engine runs and the
      >>>     pitch trim is under control - no problem.
      >>>
      >>>     Final assembly took a month or two longer than I anticipated
      >>>     despite working on it 7 days a week - should have kept it to
      >>>     5/week.  I did get a chance to work  in a hangar along side an
      >>>     A&P - great learning experience.
      >>>
      >>>     Best of all, I had to fly from my backyard strip to the test
      >>>     strip each day.  I was never a better takeoff/landing pilot. 
      >>>     Three months of 6-7 days a week tailwheel flying  
      >>>     proficiency.  You pros may take it for granted but flying daily
      >>>     takes it  up to another level - great prep for an initial flight
      >>>     even though the '10 has little to do with my 'ol Maule. Do that
      >>>     if you can.
      >>>
      >>>     Bill "thrilling to the view thru my borescope to the delight of
      >>>     the mosquitoes" Watson
      >>>
      >>>
      >>>
      >>>     On 10/6/2016 4:07 PM, Bill Boyd wrote:
      >>>>     Just curious - how many of you would make your first -10 flight
      >>>>     off a 2100 foot grass strip?
      >>>>
      >>>>     Been flying my 6A out of the back yard for 900+ hours now, but
      >>>>     did my first flights out of LWB with 7001 feet of asphalt and
      >>>>     crash trucks available. Daydreaming of the day I finish the 10
      >>>>     and whether I would be foolish not to disassemble it and truck
      >>>>     it 40 miles on a roll-back for the big day.
      >>>>
      >>>>     Insurance company might have their own thoughts on the matter.
      >>>>
      >>>>     -Bill Boyd
      >>>>
      >>>>     On Thu, Oct 6, 2016 at 1:10 PM, Danny Riggs >>>     > wrote:
      >>>>
      >>>>         >
      >>>>
      >>>>         Yeah, make sure your elevator is centered before take-off.
      >>>>         Won't say how I know THAT one! 
      >>>>
      >>>>         Sent from my iPad
      >>>>
      >>>>         > On Oct 6, 2016, at 9:45 AM, Ron Walker >>>         > wrote:
      >>>>         >
      >>>>         >
      >>>>         >
      >>>>         > Posing the question for any sound advice you may have to
      >>>>         offer prior to first flight of my 10 ?
      >>>>         >
      >>>>         > I've been through first flight once already with my 7a.
      >>>>         The 10 seems different though. I've already done 6 hrs
      >>>>         training in the factory 10 with Mike.
      >>>>         >
      >>>>         > Anything specific to be aware of ? Any recommendations
      >>>>         from those that have been through this already ?  Anything
      >>>>         you would have done differently ?
      >>>>         >
      >>>>         > Thanks !
      >>>>         >
      >>>>         > --Ron
      >>>>         >
      >>>>         >
      >>>>         >
      >>>>         >
      >>>>         >
      >>>>
      >>>>
      >>>>         ===================================
      >>>>         -List" rel="noreferrer"
      >>>>         target="_blank">http://www.matronics.com/
      >>>>         <http://www.matronics.com/>Navigator?RV10-List
      >>>>         ===================================
      >>>>         FORUMS -
      >>>>         eferrer" target="_blank">http://forums.matronics.com
      >>>>         <http://forums.matronics.com>
      >>>>         ===================================
      >>>>         WIKI -
      >>>>         errer" target="_blank">http://wiki.matronics.com
      >>>>         <http://wiki.matronics.com>
      >>>>         ===================================
      >>>>         b Site -
      >>>>                   -Matt Dralle, List Admin.
      >>>>         rel="noreferrer" target="_blank">http://www.matronics.com/
      >>>>         <http://www.matronics.com/>contribution
      >>>>         ===================================
      >>>>
      >>>>
      >>>>
      >>>>
      >>>
      >>>
      >>>
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________________________________________________________________________________
Subject: 
Re: Advice
From: 
Bill Watson <Mauledriver(at)nc.rr.com>
Date: 
Oct 07, 2016
      
      As an old RCer, our last check before an initial takeoff was to hold the 
      nose up to see if the carburetored 2 stroker would keep running after 
      rotation.  It often killed  the engine - fuel pickup stuck or 
      misinstalled, mixture too lean, vent screwed up, throttle clevis falls 
      off, whatever.
      
      I SO wanted to do that to the '10 before takeoff!
      
      On 10/6/2016 7:40 PM, Metrocast wrote:
      >  I watched a Lancair test pilot fly a first flight
      > He ran the airplane with it tied down and people holding the wings 
      > down for 2 minutes at full throttle
      > He said if the engine runs for 2 minutes he can make it back to the 
      > airport
      > Alan
      
      
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________________________________________________________________________________
From: 
"John MacCallum" <john.maccallum(at)bigpond.com>
Subject: 
Advice
Date: 
Oct 08, 2016
      
      I think the High Power Run for 2 mins is a good Idea. I had my 10 Tied 
      to my Hi Lux Pick up when I did my run.
      
      I didn=99t find all the fuel leaks though. The Fuel Spider has a 
      Pressure take off nipple that I didn=99t realise has a restrictor 
      in it and is meant to
      
      connect to a Pressure sensing Fuel Flow Gauge.  I didn=99t 
      discover it was leaking fuel until during the 3rd flight. I smelt the 
      fuel during flight and so I did
      
      an emergency decent to the runway and pulled the cowling off. I could 
      see the stain from the 100 LL Avgas down. The side of the crankcase.
      
      
      As for Elevator Trim. My 10 ended up quite nose heavy and needs 30lbs of 
      Ballast in the Baggage compartment when operating with one Pilot on 
      board.
      
      Even with the CG almost full forward and with a single pilot the 
      elevator trim needs to be about 1/16 =9C nose down on the trim 
      tabs or it will climb quite nose
      
      high and the loading on the stick to hold the nose down will get quite 
      high.  
      
      
      Also on landing with just myself on board I only use =C2=BD flap as Full 
      Flap will make it hard to get the nose up during the flare and hold off. 
      The first time
      
      I tried a full flap landing with just myself on board it landed very 
      flat and I was really worried it would touch down nose first. I estimate 
      that maybe it was only
      
      a few inches off being a nose wheel first touchdown.
      
      With about 75 hours on VH-DUU now I can reliably get it down within 
      about 600 ft of sealed runway and half flap. With a full load I use full 
      flap to get the touchdown 
      
      Speed a bit slower and it is a bit harder to stop and the brakes do 
      demand quite high pedal pressure.
      
      
      On about the 5th flight I didn=99t get the Weather before I took 
      off from Rwy 35 as it was CAVOK and a beautiful day! After about 1 hour 
      of flying I noticed that the wind
      
      had changed quite a bit and I discovered what was 330 at 6 knots had 
      become 270 at 20 knots. Since I didn=99t want to bend the Aircraft
      
      I had just built, Bathurst NSW has a dirt cross a strip,  Rwy 28 which I 
      made use of. And so my 10 had its first unsealed Op!  Thank heavens for 
      cross strips!
      
      
      With the flaps in the reflex position I rotate at 65 knots and then 
      climb out at 117 to 120 knots. Fuel flow should be at around 24.7 to25 
      gph at full power.
      
      For landing, half flap on Base at around 80 knots,  Final back to 75 
      knots and then over the threshold let the speed bleed off in the flare 
      so that you touch down
      
      Somewhere below 70, say 65 knots. You=99ll find the 10 very nice 
      to land and very responsive to the rudder for cross wind ops.
      
      
      So to summarise , check the fuel system over well, maybe even tie the 
      tail down and run the engine with Aircraft in a climb attitude at full 
      power for a few mins.
      
      Keep the Elevator trim at neutral or even slightly nose down, have a 
      cross strip available and don=99t go too far away from the Airport 
      for the first few flights. 
      
      
      Cheers
      
      
      John MacCallum
      
      VH-DUU
      
      RV 10 # 41016
      
      
      From: owner-rv10-list-server(at)matronics.com 
      [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Bill Watson
      Sent: Saturday, 8 October 2016 4:12 AM
      Subject: Re: RV10-List: Advice
      
      
      As an old RCer, our last check before an initial takeoff was to hold the 
      nose up to see if the carburetored 2 stroker would keep running after 
      rotation.  It often killed  the engine - fuel pickup stuck or 
      misinstalled, mixture too lean, vent screwed up, throttle clevis falls 
      off, whatever. 
      
      I SO wanted to do that to the '10 before takeoff!
      
      On 10/6/2016 7:40 PM, Metrocast wrote:
      
       I watched a Lancair test pilot fly a first flight
      
      He ran the airplane with it tied down and people holding the wings down 
      for 2 minutes at full throttle
      
      He said if the engine runs for 2 minutes he can make it back to the 
      airport
      
      Alan
      
      
        _____  
      
      
       Image removed by 
      sender. Avast logo
      
      This email has been checked for viruses by Avast antivirus software. 
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________________________________________________________________________________
From: 
"John MacCallum" <john.maccallum(at)bigpond.com>
Subject: 
Advice
Date: 
Oct 08, 2016
      
      Just a correction to that Landing Distance. Didn=99t convert 
      Meters very well there. Around 330m which is about 1080 ft. (makes a bit 
      of a difference I know)
      
      
      From: owner-rv10-list-server(at)matronics.com 
      [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of John 
      MacCallum
      Sent: Saturday, 8 October 2016 8:08 AM
      Subject: RV10-List: Advice
      
      
      I think the High Power Run for 2 mins is a good Idea. I had my 10 Tied 
      to my Hi Lux Pick up when I did my run.
      
      I didn=99t find all the fuel leaks though. The Fuel Spider has a 
      Pressure take off nipple that I didn=99t realise has a restrictor 
      in it and is meant to
      
      connect to a Pressure sensing Fuel Flow Gauge.  I didn=99t 
      discover it was leaking fuel until during the 3rd flight. I smelt the 
      fuel during flight and so I did
      
      an emergency decent to the runway and pulled the cowling off. I could 
      see the stain from the 100 LL Avgas down. The side of the crankcase.
      
      
      As for Elevator Trim. My 10 ended up quite nose heavy and needs 30lbs of 
      Ballast in the Baggage compartment when operating with one Pilot on 
      board.
      
      Even with the CG almost full forward and with a single pilot the 
      elevator trim needs to be about 1/16 =9C nose down on the trim 
      tabs or it will climb quite nose
      
      high and the loading on the stick to hold the nose down will get quite 
      high.  
      
      
      Also on landing with just myself on board I only use =C2=BD flap as Full 
      Flap will make it hard to get the nose up during the flare and hold off. 
      The first time
      
      I tried a full flap landing with just myself on board it landed very 
      flat and I was really worried it would touch down nose first. I estimate 
      that maybe it was only
      
      a few inches off being a nose wheel first touchdown.
      
      With about 75 hours on VH-DUU now I can reliably get it down within 
      about 600 ft of sealed runway and half flap. With a full load I use full 
      flap to get the touchdown 
      
      Speed a bit slower and it is a bit harder to stop and the brakes do 
      demand quite high pedal pressure.
      
      
      On about the 5th flight I didn=99t get the Weather before I took 
      off from Rwy 35 as it was CAVOK and a beautiful day! After about 1 hour 
      of flying I noticed that the wind
      
      had changed quite a bit and I discovered what was 330 at 6 knots had 
      become 270 at 20 knots. Since I didn=99t want to bend the Aircraft
      
      I had just built, Bathurst NSW has a dirt cross a strip,  Rwy 28 which I 
      made use of. And so my 10 had its first unsealed Op!  Thank heavens for 
      cross strips!
      
      
      With the flaps in the reflex position I rotate at 65 knots and then 
      climb out at 117 to 120 knots. Fuel flow should be at around 24.7 to25 
      gph at full power.
      
      For landing, half flap on Base at around 80 knots,  Final back to 75 
      knots and then over the threshold let the speed bleed off in the flare 
      so that you touch down
      
      Somewhere below 70, say 65 knots. You=99ll find the 10 very nice 
      to land and very responsive to the rudder for cross wind ops.
      
      
      So to summarise , check the fuel system over well, maybe even tie the 
      tail down and run the engine with Aircraft in a climb attitude at full 
      power for a few mins.
      
      Keep the Elevator trim at neutral or even slightly nose down, have a 
      cross strip available and don=99t go too far away from the Airport 
      for the first few flights. 
      
      
      Cheers
      
      
      John MacCallum
      
      VH-DUU
      
      RV 10 # 41016
      
      
      From: owner-rv10-list-server(at)matronics.com 
      [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Bill Watson
      Sent: Saturday, 8 October 2016 4:12 AM
      Subject: Re: RV10-List: Advice
      
      
      As an old RCer, our last check before an initial takeoff was to hold the 
      nose up to see if the carburetored 2 stroker would keep running after 
      rotation.  It often killed  the engine - fuel pickup stuck or 
      misinstalled, mixture too lean, vent screwed up, throttle clevis falls 
      off, whatever. 
      
      I SO wanted to do that to the '10 before takeoff!
      
      On 10/6/2016 7:40 PM, Metrocast wrote:
      
       I watched a Lancair test pilot fly a first flight
      
      He ran the airplane with it tied down and people holding the wings down 
      for 2 minutes at full throttle
      
      He said if the engine runs for 2 minutes he can make it back to the 
      airport
      
      Alan
      
      
        _____  
      
      
       Image removed by 
      sender. Avast logo
      
      This email has been checked for viruses by Avast antivirus software. 
      www.avast.com 
        
      
      
________________________________________________________________________________
From: 
Bruce Breckenridge <bbreckenridge(at)gmail.com>
Date: 
Oct 07, 2016
Subject: 
RV-10 Down
      
      Reports are coming in from Bath County Virginia that an RV-10 saved a
      couple people's lives today.  I'm sure we'll hear more on why it went down.
      
      Glad they're OK!
      
      Bruce Breckenridge
      40018
      
________________________________________________________________________________
Subject: 
Re: Advice
From: 
Linn Walters <flying-nut(at)cfl.rr.com>
Date: 
Oct 07, 2016
      
      
      Two things come to mind .....
      1) My advice is to depart the grass strip, fly to adjacent airport for 
      first few landings to full stop so you are comfortable with the 
      landings, and have a good idea of how much runway you will use.  
      Remember that grass length impacts the roll-out .... long grass shorter 
      roll, short grass longer roll ..... and panic stopping will be non-existent.
      
      2) If you must try your first landings on a short grass strip be 
      prepared to go around if you are the least bit concerned that anything 
      on your planned landing profile isn't perfect.
      
      I've been in/out of grass strips a lot over the years and am still 
      learning to control the pucker factor.
      Linn
      
      On 10/7/2016 7:41 AM, Bill Boyd wrote:
      > I appreciate the input, guys.  Sorry to drift the thread away from the 
      > original question about recommendations, caveats, and preparations.  
      > This decision is many years away for me at the pace I /have a kitchen 
      > pass to/ work.
      >
      > As to Lyle's point, I will be making thousands of subsequent flights 
      > from a short grass strip regardless of where the first few were done.  
      > For each of those flights, history still will not be a predictor.  I 
      > will be a more experienced RV-10 pilot later on, true.  But the engine 
      > and systems will be more worn with each, and any eventual failures 
      > will be more imminent as time builds.
      >
      > My concerns are more about the piloting challenges (for the 
      > inexperienced) of operating the 10 from a short grass field than about 
      > the remote likelihood of mechanical failure. How hard would it likely 
      > have been for y'all to nail a decent short/soft field landing as a low 
      > time -10 pilot with all the other first-flight things going on and 
      > only a few hours with a transition instructor under your belt?  How 
      > similar is 6A fixed pitch performance to 10 CS on landing?  How well 
      > can I expect my 900 hours here to translate from the one model to the 
      > other when it's do or die time?  Things like that...
      >
      > -Stormy
      
      
________________________________________________________________________________
Subject: 
Re: RV-10 Down
From: 
"Bob Turner" <bobturner(at)alum.rpi.edu>
Date: 
Oct 07, 2016
      
      
      News reports say they were 'vfr' in imc.
      
      --------
      Bob Turner
      RV-10 QB
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=461084#461084
      
      
________________________________________________________________________________
From: 
Justin Jones <jmjones2000(at)mindspring.com>
Subject: 
Re: Advice
Date: 
Oct 08, 2016
      
      
      I think anyone operating in any flight during Phase 1 should read AC 90-89. It
      offers some great suggestions and pointers. 
      
      http://www.faa.gov/documentlibrary/media/advisory_circular/ac%2090-89a.pdf
      
      
      > On Oct 8, 2016, at 10:35, Linn Walters  wrote:
      > 
      > 
      > Two things come to mind .....
      > 1) My advice is to depart the grass strip, fly to adjacent airport for first
      few landings to full stop so you are comfortable with the landings, and have a
      good idea of how much runway you will use.  Remember that grass length impacts
      the roll-out .... long grass shorter roll, short grass longer roll ..... and
      panic stopping will be non-existent.
      > 
      > 2) If you must try your first landings on a short grass strip be prepared to
      go around if you are the least bit concerned that anything on your planned landing
      profile isn't perfect.
      > 
      > I've been in/out of grass strips a lot over the years and am still learning to
      control the pucker factor.
      > Linn
      > 
      >> On 10/7/2016 7:41 AM, Bill Boyd wrote:
      >> I appreciate the input, guys.  Sorry to drift the thread away from the original
      question about recommendations, caveats, and preparations.  This decision
      is many years away for me at the pace I /have a kitchen pass to/ work.
      >> 
      >> As to Lyle's point, I will be making thousands of subsequent flights from a
      short grass strip regardless of where the first few were done.  For each of those
      flights, history still will not be a predictor.  I will be a more experienced
      RV-10 pilot later on, true.  But the engine and systems will be more worn
      with each, and any eventual failures will be more imminent as time builds.
      >> 
      >> My concerns are more about the piloting challenges (for the inexperienced) of
      operating the 10 from a short grass field than about the remote likelihood of
      mechanical failure. How hard would it likely have been for y'all to nail a decent
      short/soft field landing as a low time -10 pilot with all the other first-flight
      things going on and only a few hours with a transition instructor under
      your belt?  How similar is 6A fixed pitch performance to 10 CS on landing?
      How well can I expect my 900 hours here to translate from the one model to the
      other when it's do or die time?  Things like that...
      >> 
      >> -Stormy
      > 
      > 
      > 
      > 
      > 
      
      
________________________________________________________________________________
From: 
"Jack Philips" <jack(at)bedfordlandings.com>
Subject: 
Advice
Date: 
Oct 10, 2016
      
      Bill,
      
      
      Even though I live on a 3075=99 paved strip, there are few options 
      if you lose the engine on takeoff.  I=99m going to truck mine to 
      Martinsville (KMTV) to do the final assembly and first few test flights. 
       KMTV has a 5000=99 runway with wide open approaches.
      
      
      When I finished my Pietenpol Air Camper, I was based on a 2,000=99 
      grass strip.  I did my test flights from KTTF with its 6,000=99 
      runway.  Did 4 flights from KTTF then moved it to the grass strip.  
      
      
      Keep all the options open that are possible.  Taking off from a 
      2100=99 grass strip out in the country is fine once you have all 
      the bugs worked out, but it=99s not a good choice for maximizing 
      safety on a first flight.
      
      
      Worth < 2=C8=BC
      
      
      Jack Phillips
      
      #40610 (Fuselage)
      

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September 12, 2016 - October 13, 2016

RV10-Archive.digest.vol-mi

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