Today's Message Index:
----------------------
1. 03:16 AM - Re: DIY engine monitor (raymondj)
2. 03:38 AM - Re: OFF DIY engine monitor (raymondj)
3. 05:59 AM - Avionics Mounting ()
4. 06:26 AM - Re: Avionics Mounting (BobsV35B@aol.com)
5. 06:37 AM - Re: Avionics Mounting (Sam Marlow)
6. 08:59 AM - Re: Avionics Mounting (BobsV35B@aol.com)
7. 09:03 AM - Avionics Mounting (BobsV35B@aol.com)
8. 10:36 AM - FW: OFF DIY engine monitor (raymondj)
9. 02:17 PM - Re: Avionics Mounting (RV_10)
10. 08:03 PM - Re: Avionics Mounting (Greg Vouga)
11. 08:09 PM - Re: OFF DIY engine monitor (raymondj)
12. 09:07 PM - Avionics Mounting (BobsV35B@aol.com)
Message 1
| INDEX | Back to Main INDEX |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | DIY engine monitor |
Thanks for the link.
Raymond Julian
Kettle River, MN
do not archive
-----Original Message-----
From: owner-aeroelectric-list-server@matronics.com
[mailto:owner-aeroelectric-list-server@matronics.com]On Behalf Of Ralph
Hoover
Sent: Thursday, March 29, 2007 5:49 AM
Subject: AeroElectric-List: DIY engine monitor
Try Rocky Mountain Instruments ( http://www.rkymtn.com/Home.htm
--
Ralph C. Hoover
RV7A
hooverra at verizon dot net
Message 2
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | DIY engine monitor |
-----Original Message-----
From: raymondj [mailto:raymondj@frontiernet.net]
Sent: Friday, March 30, 2007 12:19 AM
Subject: RE: OFF AeroElectric-List: DIY engine monitor
Greetings Bob,
I am slightly familiar with GAMI's work on lean of peak operation and
dispelling other OWTs as they call them. I haven't gone to deeply into their
work because I will not have injectors. I was not familiar with the "lean
test".
If my understanding of the "lean test" is correct, when you fall over,
you "leaned" too far. But seriously, if my understanding of the "lean test"
is correct it will tell me the "spread" on my cylinders, indicating unequal
distribution of fuel from the carb. The only way I can think of to change
that would be to modify the intake manifold. This test will give useful
info during R&D of the intake manifold, and I will use it then, but I can't
think of any other time when I would apply it. If there is another
application of this test I would like to learn of it.
I appreciate your input.
Thanks,
Raymond Julian
Kettle River, MN
-----Original Message-----
From: BobsV35B@aol.com [mailto:BobsV35B@aol.com]
Sent: Thursday, March 29, 2007 7:19 AM
To: raymondj@frontiernet.net
Subject: OFF AeroElectric-List: DIY engine monitor
Good Morning Raymond,
That DOES make good sense!
Thanks for letting me know the reasons behind your request.
While I have no thoughts at all concerning the way to get an individual
CHT reading, I would still recommend adding the fuel flow unit to your
monitor. I believe it to be even more important if you can't get individual
cylinder temperature indications.
Are you familiar with the process that is commonly known as the GAMI
check? It uses a very accurate electronic fuel flow unit as the basis for
evaluating the adequacy of mixture distribution among the cylinders.
Since mixture distribution is key to smooth operations and long engine
life, that is a very important factor and I know of no better and cheaper
way to get that information.
If you have not read through the GAMI procedure, you night find it
helpful to check out the process at: http://www.gami.com/
Once you have the home page, look down the sites listed on the left side
to LEAN TEST.
Click on that and it will tell you how to do the check.
GAMIs would be nice so that changes can be made, but, the process still
works regardless of whether or not you have a carburetor or fuel injection!
And Last but certainly not least, Thank you for doing this old heart
good by installing a T&B!
Happy Skies,
Old Bob
AKA
Bob Siegfried
Ancient Aviator
Stearman N3977A
Brookeridge Air Park LL22
Downers Grove, IL 60516
630 985-8503
In a message dated 3/29/2007 12:59:22 A.M. Central Daylight Time,
raymondj@frontiernet.net writes:
Good evening Bob,
1st, let me correct my previous post I am looking for 6 EGT and 2
CHT. I will be using it to monitor a 6 cyl engine, a Corvair engine to be
exact. The Corvair has 2 heads that span 3 cyl each and the info I've read
says there will be very little difference between different CHTs monitored
on the same head above each cylinder. If some way to monitor the combustion
chamber temp other than a CHT is available, I would certainly have a 6 and 6
monitor.
I would include a fuel flow monitor, a mixture gauge, a carb temp
monitor, and perhaps even a detonation sensor in the group of instruments. I
was trying to keep it simple in terms of the building the monitor with the 6
and 2 design.
I'm still trying to find the balance between simplicity and the
"You can never be too rich, too tan, or have too much info" mindset.
Thanks for the input. By the way, I decided to put a T&B, after
reading your argument for it, over a TC.
Raymond Julian
Kettle River, MN.
do not archive
----------------------------------------------------------------------------
See what's free at AOL.com.
Message 3
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Avionics Mounting |
3/30/2007
Hello Greg, Check out a not-so-cheap solution here
http://www.radiorax.com/
and also to get some idea of what is involved in installing a stack of
avionics.
OC -- The best investment we can make is the effort to gather and understand
knowledge.
PS: That is a great selection of equipment.
Time: 06:53:31 PM PST US
From: "Greg Vouga" <gmvouga@hotmail.com>
Subject: Avionics-List: Avionics Mounting
Hi All, I am hoping to get some info on mounting a stack of Garmin equipment
in my
RV-7A. I just received a GMA-340, GNS-430W, SL-30, and GTX-327 with
mounting trays. I'm told that the rest of the mounting hardware such as
screws, brackets, etc. are not included.
I can start looking for low profile screws and fabricate brackets, but I
don't want to re-invent the wheel if it's not necessary. Are there
reasonably priced installation kits out there? How have others handled
this?
Thanks in advance,
Greg
gvouga@gmail.com
Message 4
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Avionics Mounting |
In a message dated 3/30/2007 8:01:56 A.M. Central Daylight Time,
bakerocb@cox.net writes:
Hello Greg, Check out a not-so-cheap solution here
http://www.radiorax.com/
and also to get some idea of what is involved in installing a stack of
avionics.
Good Morning OC,
For What It Is Worth;
I installed a set of the RadioRax in my Bonanza a few years ago. They aren't
cheap, but they sure work nice and the assistance from the manufacturer was
terrific.
Happy Skies,
Old Bob
AKA
Bob Siegfried
Ancient Aviator
Stearman N3977A
Brookeridge Air Park LL22
Downers Grove, IL 60516
630 985-8503
************************************** See what's free at http://www.aol.com.
Message 5
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Avionics Mounting |
I have the same radio stack, just used .250 AL bar, and taped the holes
for #8 screws. I also added 1 support in the rear of the stack.
bakerocb@cox.net wrote:
>
> 3/30/2007
>
> Hello Greg, Check out a not-so-cheap solution here
>
> http://www.radiorax.com/
>
> and also to get some idea of what is involved in installing a stack of
> avionics.
>
> OC -- The best investment we can make is the effort to gather and
> understand knowledge.
>
> PS: That is a great selection of equipment.
>
> Time: 06:53:31 PM PST US
> From: "Greg Vouga" <gmvouga@hotmail.com>
> Subject: Avionics-List: Avionics Mounting
>
> Hi All, I am hoping to get some info on mounting a stack of Garmin
> equipment in my
> RV-7A. I just received a GMA-340, GNS-430W, SL-30, and GTX-327 with
> mounting trays. I'm told that the rest of the mounting hardware such as
> screws, brackets, etc. are not included.
>
> I can start looking for low profile screws and fabricate brackets, but I
> don't want to re-invent the wheel if it's not necessary. Are there
> reasonably priced installation kits out there? How have others handled
> this?
>
> Thanks in advance,
>
> Greg
> gvouga@gmail.com
>
>
Message 6
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Avionics Mounting |
In a message dated 3/30/2007 8:39:20 A.M. Central Daylight Time,
sam@fr8dog.net writes:
I have the same radio stack, just used .250 AL bar, and taped the holes for
#8 screws. I also added 1 support in the rear of the stack.
Good Morning
Happy Skies,
Old Bob
AKA
Bob Siegfried
Ancient Aviator
Stearman N3977A
Brookeridge Air Park LL22
Downers Grove, IL 60516
630 985-8503
************************************** See what's free at http://www.aol.com.
Message 7
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Avionics Mounting |
Good Morning Sam,
The advantage (if there is any) to the RadioRax is that they are infinitely
adjustable. If you want to rearrange or add anything to the stack, there is no
need to drill new holes. With any of the more conventional strips, the new
holes often conflict with old holes which will then require that a new support
bar be fabricated and installed.
If you are absolutely certain you will never want to change anything, there
is little advantage to the RadioRax system.
Happy Skies,
Old Bob
AKA
Bob Siegfried
Ancient Aviator
Stearman N3977A
Brookeridge Air Park LL22
Downers Grove, IL 60516
630 985-8
In a message dated 3/30/2007 8:39:20 A.M. Central Daylight Time,
sam@fr8dog.net writes:
I have the same radio stack, just used .250 AL bar, and taped the holes for
#8 screws. I also added 1 support in the rear of the stack.
503
************************************** See what's free at http://www.aol.com.
Message 8
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | DIY engine monitor |
My apologies! I accidentally moved this discussion off list. This post
brings it back to the list with no lost information.
Raymond Julian
Kettle River, MN
archive
-----Original Message-----
From: BobsV35B@aol.com [mailto:BobsV35B@aol.com]
Sent: Friday, March 30, 2007 8:13 AM
Subject: OFF AeroElectric-List: DIY engine monitor
In a message dated 3/30/2007 1:15:53 A.M. Central Daylight Time,
raymondj@frontiernet.net writes:
Greetings Bob,
I am slightly familiar with GAMI's work on lean of peak operation and
dispelling other OWTs as they call them. I haven't gone to deeply into their
work because I will not have injectors. I was not familiar with the "lean
test".
If my understanding of the "lean test" is correct, when you fall over,
you "leaned" too far. But seriously, if my understanding of the "lean test"
is correct it will tell me the "spread" on my cylinders, indicating unequal
distribution of fuel from the carb. The only way I can think of to change
that would be to modify the intake manifold. This test will give useful
info during R&D of the intake manifold, and I will use it then, but I can't
think of any other time when I would apply it. If there is another
application of this test I would like to learn of it.
I appreciate your input.
Thanks,
Raymond Julian
Kettle River, MN
Good Morning Raymond,
Your thought about using the information during R&D is dead on, but it is
even more useful to check for changes that are occurring during normal
operations.
There is nothing I am aware of that works as well as fuel injection to
attain an even mixture to all cylinders, but there are lot's of techniques
that were used before fuel injection became common.
The major problem has always been getting the same amount of air into each
cylinder. The second challenge is getting the same amount of fuel in every
parcel of air!
The shape and length of intake tubes is one aspect. Leaks are a major
problem. There is a potential for a change in the balance due to RPM and
even the amount of manifold pressure available.
In high performance automobile engines, the big boys claim that tuned intake
and exhaust pipes can make a difference as to how much air gets into each
cylinder. That is probably less of a factor in our low RPM engines, but
Continental has made an effort in that direction with their newer top
mounted intake pipe arrangement. Lycoming attacked the exhaust portion in
the fifties with their crossover exhaust.
Outside of the leaks, not much we can do there, but it is worth keeping in
mind.
Getting an even amount of fuel into each parcel of air is a bit easier.
Introducing turbulence into the airflow can help whatever fuel is added to
be distributed evenly throughout the air that does make it into the
cylinder. Unfortunately, that same turbulence can interfere with the amount
of air that flows!
The temperature of the air will also affect the fuel distribution.
Most of my experimentation has been with the six cylinder horizontally
opposed Continentals that have been used in the Bonanzas. I bought my first
one in 1954. It was a very old airplane at the time. Seven years old which
we consider to be an antique on it's last legs, but it was all a poor young
copilot could afford.
Things sure have changed!
Since I had just been to school on the latest, finest, and fastest airliner
in the skies, the Douglas DC-7 with a Wright Turbo Compound engine, I was
all up to date on the benefits of lean side operations.
I started to seriously investigate the possibility of operating my Bonanza
on the lean side of best power.
The first order of business was to check the mixture distribution. My method
was to slowly lean the engine and monitor the engine RPM. Since the early
Bonanza was equipped with an electric controllable pitch propellor, it was a
fixed pitch propellor when I was not actually changing the pitch by
operating the pitch change system.
As the mixture was leaned, the RPM would increase, then slowly start to
decrease. I had read all of Charles Lindbergh's writings and that is the
method he had used to determine the balance of his distribution. Peak RPM
was peak power and anything beyond peak RPM placed the engine on the lean
side. Lindbergh had mentioned that he normally leaned the Challenger engine
for about a fifty RPM drop, though the precise RPM used was a number that
had been given to him by a professor at the New York City University who had
developed precise data for his use.
I found that, on that first Bonanza, I could lean and the engine would
smoothly drop until it finally quit. The engine never got rough at all. I
had lucked out and had a distribution that was almost perfect at the RPM and
manifold pressure being used.
My next Bonanza had nowhere near as good distribution and got rough before
the RPM even peaked!
Why do I bore you with all this information?
Because there are many things that can affect the distribution and a good
engine monitor can be of great value in trouble shooting the imbalance.
Sometimes I found that merely changing the RPM by fifty to one hundred RPM
made things better. Other times, I could throttle back until I could see the
very first indication of manifold pressure reduction and find the balance to
be better.
As I am sure you are aware, the last little bit of throttle movement does
not open the throttle valve any further (it is already full open), but it
does add more fuel via the enrichment valve or whatever arrangement is on
that particular fuel delivery system.
Throttling back in that manner probably improved things by changing the
mixture flow just a bit or it may have been because the throttle valve has
moved far enough to introduce a bit of turbulence.
I even found that I could affect mixture balance by things as basic as
getting better alignment of intake tubes. I also messed around with
polishing the small brass tubes within the carburetor through which the fuel
flowed.
All of my random experimentation would have been much more productive if I
had been equipped with a modern engine monitor and if I had thought about
doing a lean test.
To me, the data presented by GAMI is the first really useful knowledge given
us about how to operate our engines since that nameless college professor
explained it to Lindbergh in 1927.
Do the GAMI lean test during the R&D phase for the educational virtues and
to figure out how to improve things. Follow that with checks during normal
operation to catch things that change!
Happy Skies,
Old Bob
AKA
Bob Siegfried
Ancient Aviator
Stearman N3977A
Brookeridge Air Park LL22
Downers Grove, IL 60516
630 985-8503
----------------------------------------------------------------------------
----
See what's free at AOL.com.
Message 9
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Avionics Mounting |
Hi Bob,
Do you have any photos of your install that you could send to me?
Thank you,
John Cleary
_____
From: owner-aeroelectric-list-server@matronics.com
[mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of
BobsV35B@aol.com
Sent: Saturday, 31 March 2007 1:56 AM
Subject: Re: AeroElectric-List: Avionics Mounting
In a message dated 3/30/2007 8:39:20 A.M. Central Daylight Time,
sam@fr8dog.net writes:
I have the same radio stack, just used .250 AL bar, and taped the holes for
#8 screws. I also added 1 support in the rear of the stack.
Good Morning
Happy Skies,
Old Bob
AKA
Bob Siegfried
Ancient Aviator
Stearman N3977A
Brookeridge Air Park LL22
Downers Grove, IL 60516
630 985-8503
_____
See what's free at AOL.com <http://www.aol.com?ncid=AOLAOF00020000000503> .
Message 10
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Avionics Mounting |
All,
Due to the large amount of responses, I can't respond to everyone
individually. However, rest assured that all of the responses were read and
very much appreciated. What did people do 20 years ago wthout a resource
such as this?
Anyways, i've decided to move forward with the simple Aluminum angle
technique. It's cheap and i have the stuff to complete it tomorrow. Thanks
again to everyone that responded.
Greg
_________________________________________________________________
Interest Rates near 39yr lows! $430,000 Mortgage for $1,399/mo - Calculate
new payment
Message 11
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | DIY engine monitor |
Old Bob,
I had not considered the use of the monitor to collect data points as
time passes. That will be useful.
Thanks,
Raymond Julian
Kettle River, MN
do not archive
-----Original Message-----
From: owner-aeroelectric-list-server@matronics.com
[mailto:owner-aeroelectric-list-server@matronics.com]On Behalf Of raymondj
Sent: Friday, March 30, 2007 12:35 PM
To: aeroelectric-list@matronics.com
Subject: FW: OFF AeroElectric-List: DIY engine monitor
My apologies! I accidentally moved this discussion off list. This post
brings it back to the list with no lost information.
Raymond Julian
Kettle River, MN
archive
-----Original Message-----
From: BobsV35B@aol.com [mailto:BobsV35B@aol.com]
Sent: Friday, March 30, 2007 8:13 AM
To: raymondj@frontiernet.net
Subject: OFF AeroElectric-List: DIY engine monitor
In a message dated 3/30/2007 1:15:53 A.M. Central Daylight Time,
raymondj@frontiernet.net writes:
Greetings Bob,
I am slightly familiar with GAMI's work on lean of peak operation
and dispelling other OWTs as they call them. I haven't gone to deeply into
their work because I will not have injectors. I was not familiar with the
"lean test".
If my understanding of the "lean test" is correct, when you fall
over, you "leaned" too far. But seriously, if my understanding of the "lean
test" is correct it will tell me the "spread" on my cylinders, indicating
unequal distribution of fuel from the carb. The only way I can think of to
change that would be to modify the intake manifold. This test will give
useful info during R&D of the intake manifold, and I will use it then, but I
can't think of any other time when I would apply it. If there is another
application of this test I would like to learn of it.
I appreciate your input.
Thanks,
Raymond Julian
Kettle River, MN
Good Morning Raymond,
Your thought about using the information during R&D is dead on, but it is
even more useful to check for changes that are occurring during normal
operations.
There is nothing I am aware of that works as well as fuel injection to
attain an even mixture to all cylinders, but there are lot's of techniques
that were used before fuel injection became common.
The major problem has always been getting the same amount of air into each
cylinder. The second challenge is getting the same amount of fuel in every
parcel of air!
The shape and length of intake tubes is one aspect. Leaks are a major
problem. There is a potential for a change in the balance due to RPM and
even the amount of manifold pressure available.
In high performance automobile engines, the big boys claim that tuned
intake and exhaust pipes can make a difference as to how much air gets into
each cylinder. That is probably less of a factor in our low RPM engines, but
Continental has made an effort in that direction with their newer top
mounted intake pipe arrangement. Lycoming attacked the exhaust portion in
the fifties with their crossover exhaust.
Outside of the leaks, not much we can do there, but it is worth keeping in
mind.
Getting an even amount of fuel into each parcel of air is a bit easier.
Introducing turbulence into the airflow can help whatever fuel is added to
be distributed evenly throughout the air that does make it into the
cylinder. Unfortunately, that same turbulence can interfere with the amount
of air that flows!
The temperature of the air will also affect the fuel distribution.
Most of my experimentation has been with the six cylinder horizontally
opposed Continentals that have been used in the Bonanzas. I bought my first
one in 1954. It was a very old airplane at the time. Seven years old which
we consider to be an antique on it's last legs, but it was all a poor young
copilot could afford.
Things sure have changed!
Since I had just been to school on the latest, finest, and fastest
airliner in the skies, the Douglas DC-7 with a Wright Turbo Compound engine,
I was all up to date on the benefits of lean side operations.
I started to seriously investigate the possibility of operating my Bonanza
on the lean side of best power.
The first order of business was to check the mixture distribution. My
method was to slowly lean the engine and monitor the engine RPM. Since the
early Bonanza was equipped with an electric controllable pitch propellor, it
was a fixed pitch propellor when I was not actually changing the pitch by
operating the pitch change system.
As the mixture was leaned, the RPM would increase, then slowly start to
decrease. I had read all of Charles Lindbergh's writings and that is the
method he had used to determine the balance of his distribution. Peak RPM
was peak power and anything beyond peak RPM placed the engine on the lean
side. Lindbergh had mentioned that he normally leaned the Challenger engine
for about a fifty RPM drop, though the precise RPM used was a number that
had been given to him by a professor at the New York City University who had
developed precise data for his use.
I found that, on that first Bonanza, I could lean and the engine would
smoothly drop until it finally quit. The engine never got rough at all. I
had lucked out and had a distribution that was almost perfect at the RPM and
manifold pressure being used.
My next Bonanza had nowhere near as good distribution and got rough before
the RPM even peaked!
Why do I bore you with all this information?
Because there are many things that can affect the distribution and a good
engine monitor can be of great value in trouble shooting the imbalance.
Sometimes I found that merely changing the RPM by fifty to one hundred RPM
made things better. Other times, I could throttle back until I could see the
very first indication of manifold pressure reduction and find the balance to
be better.
As I am sure you are aware, the last little bit of throttle movement does
not open the throttle valve any further (it is already full open), but it
does add more fuel via the enrichment valve or whatever arrangement is on
that particular fuel delivery system.
Throttling back in that manner probably improved things by changing the
mixture flow just a bit or it may have been because the throttle valve has
moved far enough to introduce a bit of turbulence.
I even found that I could affect mixture balance by things as basic as
getting better alignment of intake tubes. I also messed around with
polishing the small brass tubes within the carburetor through which the fuel
flowed.
All of my random experimentation would have been much more productive if I
had been equipped with a modern engine monitor and if I had thought about
doing a lean test.
To me, the data presented by GAMI is the first really useful knowledge
given us about how to operate our engines since that nameless college
professor explained it to Lindbergh in 1927.
Do the GAMI lean test during the R&D phase for the educational virtues and
to figure out how to improve things. Follow that with checks during normal
operation to catch things that change!
Happy Skies,
Old Bob
AKA
Bob Siegfried
Ancient Aviator
Stearman N3977A
Brookeridge Air Park LL22
Downers Grove, IL 60516
630 985-8503
----------------------------------------------------------------------------
--
See what's free at AOL.com.
Message 12
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Avionics Mounting |
Good Evening John,
I remember that I did document the installation quite thoroughly, but I
can't find the pictures!
May I suggest that you check the RadioRax website to see what they look like?
_www.radiorax.com_ (http://www.radiorax.com/)
Meanwhile, I will try to have one of my children help me find the lost
images!
Happy Skies,
Old Bob
AKA
Bob Siegfried
Ancient Aviator
Stearman N3977A
Brookeridge Air Park LL22
Downers Grove, IL 60516
630 985-8503
In a message dated 3/30/2007 4:49:57 P.M. Central Daylight Time,
john_rv10@yahoo.com writes:
Hi Bob,
Do you have any photos of your install that you could send to me?
Thank you,
John Cleary
************************************** See what's free at http://www.aol.com.
Other Matronics Email List Services
These Email List Services are sponsored solely by Matronics and through the generous Contributions of its members.
-- Please support this service by making your Contribution today! --
|