Today's Message Index:
----------------------
1. 12:36 AM - RV 10 kits sold (Norman Hunger)
2. 03:32 AM - Re: Wind shear (Kevin Horton)
3. 03:37 AM - Re: RV 10 kits sold (Jeff Point)
4. 03:53 AM - Re: Cylindrical Facet fuel pump (Jim Sears)
5. 04:12 AM - Re: lightspeed crank sensor vs hall sensor (Tim Lewis)
6. 04:54 AM - LED Position Liights (Jim Combs)
7. 05:34 AM - Re: Cabin Heat (Pat Perry)
8. 06:20 AM - Re: Mike seager (John Helms)
9. 07:31 AM - Re: RV's in Bakersfield, CA? (Patrick)
10. 08:00 AM - Re: N # change (Mike Robertson)
11. 08:32 AM - Dynon Pitot Tube (Donald L. Erickson)
12. 09:39 AM - Upgrade to IFR (Laird Owens)
13. 10:05 AM - Re: Windshear (flmike)
14. 10:20 AM - Dynon: fittings & strain relief? (Dan Checkoway)
15. 10:40 AM - Re: Dynon: fittings & strain relief? (N13eer@aol.com)
16. 10:45 AM - Re: Dynon: fittings & strain relief? (Brian Denk)
17. 11:05 AM - LRI/AOA, airspeed (Charles Brame)
18. 11:20 AM - Mike Seager (Wheeler North)
19. 11:37 AM - Re: Dynon: fittings & strain relief? (Ross Mickey)
20. 11:38 AM - Engine Test (Wheeler North)
21. 11:58 AM - AOA (Wheeler North)
22. 12:04 PM - Cable RV-in (Wheeler North)
23. 12:31 PM - Re: AOA (Larry Pardue)
24. 12:42 PM - Re: Upgrade to IFR (Pat Hatch)
25. 01:52 PM - Air Vents (Ross Scroggs)
26. 01:59 PM - RV Route/Altitudes (John)
27. 02:34 PM - Re: Re: Option for CS after fitting FP Sensenich (Jim Daniels)
28. 03:32 PM - RV-6A for sale (Doug Weiler)
29. 03:34 PM - Re: RV Route/Altitudes (Clinchy, Dave)
30. 04:00 PM - AOA install (Ken Simmons)
31. 04:05 PM - Re: AOA (Alex Peterson)
32. 04:08 PM - Re: RV Route/Altitudes (Alex Peterson)
33. 04:27 PM - Re: RV Route/Altitudes (a flyer)
34. 04:33 PM - Re: Dynon Pitot Tube (Mike Robertson)
35. 04:39 PM - Re: Upgrade to IFR (Mike Robertson)
36. 04:57 PM - Re: Re: Option for CS after fitting FP Sensenich (Eustace Bowhay)
37. 06:45 PM - Re:Cabin Heat (Bob n' Lu Olds)
38. 07:15 PM - Re: Dynon Discussion (DEREK REED)
39. 07:15 PM - Re: RV 10 kits sold (BPattonsoa@aol.com)
40. 07:26 PM - Fw: ANR Headsets (Cy Galley)
41. 07:55 PM - Dynon and airspeed (Dave Ford)
42. 07:57 PM - Re: Windshear (Wheeler North)
43. 08:09 PM - Re: Dynon Discussion (Nick N)
44. 08:46 PM - Re: rv-6 forced landing (Emrath)
45. 09:14 PM - Re: RV Route/Altitudes (kempthornes)
46. 09:15 PM - Re: Dynon Discussion (Stein Bruch)
47. 09:22 PM - Re: Dynon Pitot Tube (Todd Houg)
48. 09:52 PM - Re: Dynon and airspeed (Robin Wessel)
49. 11:53 PM - Re: Upgrade to IFR (Gil Alexander)
Message 1
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--> RV-List message posted by: "Norman Hunger" <nhunger@sprint.ca>
Does any one know how many RV 10 tail kits have been sold?
Norman Hunger
Been off the list for awhile
RV6A finishing
do not archive
Message 2
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--> RV-List message posted by: Kevin Horton <khorto1537@rogers.com>
The airliner and business jet procedures are to not change the
configuration until clear of the wind shear for a few reasons:
1. If you hit the ground having the landing gear down (if it already
is), might help absorb some of the crash energy.
2. There are often doors under the wing that open and close as the
landing gear cycles, and that causes a loss of lift. Bad thing in a
wind shear recover where you are close to the stall. So don't change
the gear position.
3. These aircraft usually have significant increases in stall speed
when the flaps are retracted. The wind shear recover procedure takes
you close to the stall, so if the stall speed increased when you
retracted flaps that could be catastrophic.
The above reasons are not really applicable to RVs. Our landing gear
is fixed, and there isn't much of a change in stall speed with flap
retraction. There is a big drag reduction though. In an RV, if I
was at half or one third flap, I would probably leave them there
until clear of the wind shear. If the flaps were fully down, I would
be tempted to retract them to about the one-half to one-third
position, which should give (in theory) almost the same stall speed
as full down, but a lot less drag. The CAFE foundation flight tests
of the RV-6A and RV-8A found a 5 to 6 kt difference in stall speed
between full flap and flaps up, at gross weight.
As far as detecting wind shear, one thing that helps is if you have a
standard way to fly an approach. Not necessarily a classical
stabilized approach, but at least you are in the habit of flying
every approach in the same way. Same flap angles, same descent
angle, same airspeed, same power changes, etc. Then if some day you
are doing things the same old way, and you are getting a very strange
result, that should be your cue to become very, very alert and pay
close attention to the VSI, airspeed, runway picture/VASI/ILS and
power. If you don't like what you are seeing it is time to go around.
If there is convective activity anywhere in the vicinity of the
airport, or there is a cold or warm front passing through there is an
increased risk of wind shear.
Kevin Horton
>--> RV-List message posted by: Wheeler North <wnorth@sdccd.cc.ca.us>
>
>Dan and all,
>
>thanks for the feed back,
>What the event really brought home to me was "OK, I figured it out, I know
>what's wrong, but I'm at the end of my training, now what do I do???" And I
>suspect I'm not the only one who can say this about windshear. Its seems the
>airline guys get good training on it though.
>
>I have had several airline pilots responses that were very good, both agreed
>that one should not change configuration or flight direction, just add
>power. The thought seems to be maximize lift, doing anything other than full
>power will reduce lift. Plus if one does hit, max power landing attitude is
>not a bad choice for reducing impact damage. This is very contrary to what
>my instincts were saying which was "Go into something bad, turn around ASAP
>and get out."
>
>Some of the precurser indications seem to be any high winds, T-cells,
>virago, abnormal power settings on descent when atis says its calm on the
>ground or anything else that indicates significant wind gradient across
>altitude or locations such as GPS ground speed vs airspeed, compared to
>several local ATIS/AWOS. Then if these exist carry more speed, and go around
>early, for anything unusual. Also I do remember the Flight Guide having a
>comment about this being possible at Santa Fe, and that may have put me in a
>greater state of alert, but that dosen't change the fact that I really
>didn't know what was the best reaction to implement once in it.
>
>W
>
>-----Original Message-----
>From: Dan Checkoway [mailto:dan@rvproject.com]
>To: Wheeler North
>Subject: Re: RV-List: Wind shear
>
>
>Sounds more like downdrafts rather than wind shear, although they're usually
>closely related proximity-wise.
>
>I think the only sane recommendation I can come up with is never to fly when
>there are T-storms within 100nm.
>
>)_( Dan
>RV-7 N714D
>http://www.rvproject.com
>
>----- Original Message -----
>From: "Wheeler North" <wnorth@sdccd.cc.ca.us>
>To: "'RV-List Digest Server '" <rv-list-digest@matronics.com>;
><Wheeler.North@matronics.com>
>Subject: RV-List: Wind shear
>
>
>> --> RV-List message posted by: Wheeler North <wnorth@sdccd.cc.ca.us>
>>
>> Folks,
>>
>> I wanted to take a few moments to start a discussion about a wind shear
>> incident that occured to me on the way to OSH this July. Cy, you might
>also
>> be interested in this topic as a future article, although I wouldn't
>> recommend using any of my drool as I really don't know much about it.
>>
>> In fact, that's the problem I had with it. I have always heard of it, know
>> it can be horizontal or vertical or both, and have always kinda thought of
>> it as a slamming kind of event that one easily gets made aware of and is
>> always very bad bad bad.
>>
>> But it happened going into Santa Fe NM on rwy 02 I think it was. The big
>> black things with sparkys underneath were around the area but not anything
>> close to IMC. The wind was stright down the rwy at 15-20 kts.
>>
>> Basically on final the rwy picture was getting bigger in slow spurts as
>the
>> wind gusted, but it was fairly stable and not to hard on the bumps, then
>on
>> mid to short final the rwy pic just started getting flatter faster than it
>> was getting bigger. I finally noticed that I had dialed all the power in
>and
>> it was still getting flatter. So I started yanking flaps up when I
>> apparently punched through the shear layer and it was all I could do to
>not
>> go zipping on by the rwy.
>>
>> I now realize that I have had no real training in my repertoire on how to
>> recognize this, how to get out of it, etc. My instincts were to bail
>flaps
>> and turn towards lower ground/downwind, much like getting out of a
>riptide,
>> but I now realize that this could have kept me in it, in this situation. I
>> also was severely deluded in that it can occur very quickly but gradually
>> such that you don't feel a vector change, like I had imagined.
>>
>> This might be a common thing for that runway, but I can assure you I was
>not
>> prepared to suddenly be at full power in a climb attitude going down in a
>> 180 hp fixed pitch RV close to the ground. The lack of ability to feel the
>> change by anything other than a strangely changing runway picture was very
>> illusive, and I now consider myself to be very lucky to have pushed
>through
>> it having not recognized and turned out of it early on.
>>
>> I would love to hear anybody elses thoughts on what's the best way to get
>> out of this, how to recognize it earlier etc.
>>
>> Post to me as well as the list as I'm would like to include y'all's
>comments
>> in an article for our local chapter newsletter.
>>
>> thx
>> W
>> wnorth@sdccd.net
>>
>>
>
>
--
Kevin Horton RV-8 (finishing kit)
Ottawa, Canada
http://go.phpwebhosting.com/~khorton/rv8/
Message 3
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| Subject: | Re: RV 10 kits sold |
--> RV-List message posted by: Jeff Point <jpoint@mindspring.com>
I was told at at Oshkosh that they sold over 100 just at the show.
Jeff Point
Norman Hunger wrote:
>--> RV-List message posted by: "Norman Hunger" <nhunger@sprint.ca>
>
>Does any one know how many RV 10 tail kits have been sold?
>
>Norman Hunger
>Been off the list for awhile
>RV6A finishing
>do not archive
>
>
>
>
Message 4
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| Subject: | Re: Cylindrical Facet fuel pump |
--> RV-List message posted by: "Jim Sears" <sears@searnet.com>
I'd like to thank Mark for his description of the 40007E pump. On my next project,
you can bet I'll have one of those instead of the 478360 because of the lesser
restriction and the simplicity of the installation. Two big improvements,
not to mention the new triggering device. I've not had any problems with mine
during the three years I've flown my RV and the nine years I flew the Cheetah;
but, I'm glad to see those improvements that can really help me. It looks
like the 40007E does just that. I'll save Mark's message for future reference.
As for my friend's gascolator that has its problems, it is one of Van's. Granted,
it can be easily fixed; but, it's the fact that he's just now starting to
fly it and is already having problems. Another friend had problems with his,
as well. Both were easy to cure problems; but, that's one item that I've had
no problems with because I don't have one.
Jim in KY
do not archive
Message 5
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rv-list@matronics.com, owner-rv-list-server@matronics.com
| Subject: | Re: lightspeed crank sensor vs hall sensor |
--> RV-List message posted by: "Tim Lewis" <timrv6a@earthlink.net>
> Seems to me the direct crankshaft sensor has the advantages of being more
> accurate and simpler - meaning fewer things to break; but the disadvantage
> of being difficult to install.
>
> So my question is how hard is it? Is it just a simple matter of drilling a
> hole in the flywheel?
I did the installation on mine (about 5 years ago). It sounds a lot harder
than it really is. I driled a tiny pilot hole from the outside of the flywheel
inward, then drilled the required hole to the proper depth from the inside.
A few minutes' work with the tap and I was ready to install the bolt (that's
what my lightspeed uses, rather than a magnet) in each of the two holes.
Tim******
Tim Lewis -- HEF (Manassas, VA)
RV-6A N47TD - First Flight 18 Dec 99
http://www.geocities.com/timrv6a
******
Message 6
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| Subject: | LED Position Liights |
--> RV-List message posted by: "Jim Combs" <jimc@mail.infra-read.com>
FYI for those building the LED "Lights"
>Bill,
>
>I received the kits today, nice package!
Thanks! :
)
>I have several questions / comments:
>
>(1) Is the solder paste a no-wash paste, or should I clean the
> the board after soldering? If cleaning is needed, is it
> water based or should I use flux remover?
It is Kester "no clean" solder, but it does leave a residue. I
cleaned it off with 409 and it seemed to work.
>(2) Can I assume the 50, 80, and 85 degree LEDs bend away from
> the "Main Cluster" of LED's and the 70 degree bends toward
> the "Main Cluster"?
That is correct. You point the LEDs in the direction of the number
printed on the board. Notice that all the LEDs have their legs bent in the
same direction.
The reason I mounted the 70 degree upward and downward LEDs toward
the inside was to allow the zero degree LEDs to peek over and under a
strobe mounted in front of the board in the center of the wingtip.
You could, if you wanted to, bend the 70 degree LEDs towards the
middle of the board instead of towards the edge of the board as long as
you didn't mount the strobe flush against the board. If you think about it,
it will become obvious that the upper LEDs will do the job of the lower
LEDs, and vice versa. As long as two LEDs point down at a 70 degree angle,
it doesn't matter where they are mounted. The same is true for the
upward-pointing 70 degree LEDs.
Indecently, there is +/- 5 degrees of slop allowed in the angle of
the LEDs.
You can look at pictures of the assembly at:
http://www.killacycle.com/InstructionPictures.htm
I put this together after I sent the first few kits, so you didn't
get one. :
(
Be sure to check out the latest version of the instructions at:
http://www.killacycle.com/Instructions.htm
>(3) As I started to power up the green board (using an adjustable
> power supply) One of the LEDs came on "early". I thought there
> might be a problem, so I stopped, cut the wire on the resistor,
> and continued. All other LEDs worked great. Major bright!
Pictures don't do them justice, do they? Once you see then lit,
there is no question in anyone's mind that these will pass FAA and will
make your airplane very visible at night.
I've had folks ask me to just send them the boards and they would
get their own LEDs. They don't understand that these are nothing like the
LEDs they get at Radio Shack. The LEDs are the major fraction of the cost
of the kit. They are the hottest thing available. Note the large viewing
angle. These LEDs hump out some major photons.
> I then took a look at the board. All of the LEDs on the green
> are configured as pairs, except there are 27 (Odd Number) of
> LEDs.
The red ones are in threes. Red LEDs need less voltage than green
LEDs. I wanted to make the board be able to run full brightness at 10.5
volts, so I only put two green LEDs in series.
>It then hit me that the one comming on "early" was the
> single LED. So I re-soldered the resistor and slowly brought
> the unit back up to 12 volts. All is OK. I was just not
> expecting the single LED to come on first.
Good power-up procedure. Most folks just hook it up to a battery. ;
)
Cutting the wire was un cool. The resistor is a current sensing
feedback resistor. The regulator can go "full on" without it. The regulator
increases the current until it sees 1.2 volts across that resistor. This
could pop the LED.
Like the redundancy? I paired LEDs in a way that would allow
partial light in all directions if a part of the circuit failed. That is
why the traces on the board go every which ways.
>So far, so good. One green "light" assembly working.
>
>Feel free to post this to the internet if you think others might
>benefit from the answers.
Post it to the RV list if you like. It would be nice to have
someone that bought and assembled a kit give an independent revue.
Thanks for dropping me a note. Feel free to contact me if you have
any questions or comments.
Later, Jim Combs
Lexington, Ky
Waiting for Wings (RV-8A)
Message 7
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--> RV-List message posted by: "Pat Perry" <pperryrv@hotmail.com>
Joel,
My -4 has just the one heat register on the firewall with nothing ducted to
the rear of the plane. I've found that the one register doesn't keep the
front warm much less help out the guy or gal in the back seat. The problem
has more to do with the amount of heat generated by the muff, on a really
cold north east PA day (0-10deg F OAT) the air comming out of the heat
register only feels about 40-50deg. I haven't found any way to get more
heat off of my pipe.
Just as an FYI - for the person in the back seat, summer-time heat relief is
a much bigger issue. I added a y-pipe and second vent to the back of the
pilot seat so the passenger would have air they could direct to anyplace on
thier upper body. On a hot day at altitude the plane is comforable but as
soon as you slow down and descend into the hot air the temp in the rear
would shoot up well over 100 deg F. This was a much bigger complaint by my
wife than the cold.
I use a 7" long clamshell heat muff from Van's on the rear cross-over pipe
which is about the only place the thing will fit. For a vent I have a NACA
duct on the bottom of the left wing with a vent on the left floor next to
the pilot seat and a second vent mounted to the rear of the pilot's seat.
Pat Perry
Dallas, PA
RV-4 N154PK Flies great!
>From: smoothweasel@juno.com
>Reply-To: rv-list@matronics.com
>To: rv-list@matronics.com
>Subject: RV-List: Cabin Heat
>Date: Wed, 13 Aug 2003 22:08:29 -0500
>
>--> RV-List message posted by: smoothweasel@juno.com
>
>
>Does anyone with a rv-4 know if passenger heat is needed or will one heat
>regester in the front be enough to heat the entire cockpit ?
>
>Joel Graber
>Brooksville MS
>finishing -4
>
>The best thing to hit the internet in years - Juno SpeedBand!
>Surf the web up to FIVE TIMES FASTER!
>
>
Message 8
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--> RV-List message posted by: "John Helms" <jhelms@i1.net>
I meant to post something the other day when someone was looking for an
instructor.
Here is a list that is updated regularly with contact info and basic
experience of many instructors around the country.
http://new.metronet.com/~dreeves/transition_training.htm
JT
----- Original Message -----
From: "Gert" <gert@execpc.com>
Subject: RV-List: Mike seager
--> RV-List message posted by: Gert <gert@execpc.com>
Hi Folks
Looking for Mike Seager's email address.
Gert
--
is subject to a download and archival fee in the amount of $500
Message 9
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| Subject: | Re: RV's in Bakersfield, CA? |
--> RV-List message posted by: Patrick <bittybipe@yahoo.com>
Thanks to Tim and the gang at EAA71 in Bakersfield. I had a good time at the meeting
with a great bunch of folks. Saw a lot of beautiful RV's and Rockets and
one sweeeeet new street bike!
Pat
Tim Barnes <meangreenrv4@hotmail.com> wrote:
--> RV-List message posted by: "Tim Barnes"
Hey we are all very nice people out here in Bakersfield. Yes there are a lot
of RV's & Rockets to look at. The best time to see the planes would be at
our EAA meeting Wednesday 8-13 @ 7:30 pm @ the EAA hangar.
>From: Jerry Springer
>Reply-To: rv-list@matronics.com
>To: rv-list@matronics.com
>Subject: Re: RV-List: RV's in Bakersfield, CA?
>Date: Thu, 07 Aug 2003 18:42:05 -0700
>
>--> RV-List message posted by: Jerry Springer
>
>Patrick wrote:
>
> >--> RV-List message posted by: Patrick
> >
> >Hi all, I'll be traveling to Bakersfield from Detroit next week and was
>wondering if anyone with an RV was based in Bakersfield, CA? I'm working
>on an 8 myself.
> >
> >Pat
> >
> >
> >
> >
>There are many RVs at Bakersfield, but you have to really watch out
>because you are in John Harmon Rocket country. :-)
>
>Jerry
>do not archive
>
>
---------------------------------
Message 10
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--> RV-List message posted by: "Mike Robertson" <mrobert569@hotmail.com>
Dave,
The best thing to do is contact the FAA Registry in OKC and ask them. The
phone number is 405-954-3116.
Basically you will need to send them a letter requesting the change over to
the new 'N' number along with the copy of the new 'N' number reservation
form. That is pretty much it but I would still suggest contacting the
Registry.
Mike Robertson
Das Fed
>From: "David.vonLinsowe" <David.vonLinsowe@delphi.com>
>Reply-To: rv-list@matronics.com
>To: <rv-list@matronics.com>
>Subject: RV-List: N # change
>Date: Wed, 13 Aug 2003 18:58:49 -0400
>
>--> RV-List message posted by: "David.vonLinsowe"
><David.vonLinsowe@delphi.com>
>
>I would like to change the N number on my RV. I've got the new number
>reserved. What's next? What form do I need and where do I get it?
>
>Thanks,
>
>Dave
>The need for (more) speed---->
>I'm sure the new # will make it faster :-)
>
>
Message 11
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| Subject: | Dynon Pitot Tube |
--> RV-List message posted by: "Donald L. Erickson" <dle@joplin.com>
If I install a Dynon D10 EFIS then I need their pitot tube for correct airspeed,
static and AOA. Does this tube mount in a Gretz mount and if so which one.
What are some of your thoughts? Thanks
Don RV8 N874DE
Message 12
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SoCAL-RVlist <SoCAL-RVlist@yahoogroups.com>
--> RV-List message posted by: Laird Owens <owens@aerovironment.com>
OK,
So I went out and got my IFR ticket recently (in a C172...ugg). Now I
want to upgrade my RV so I can use it to pop thru the coastal
overcast once in a while and to stay current.
I've ordered a new Garmin-430/CDI from John Stark, and that'll be
here in a couple of weeks. Putting in the 430 is no big deal (except
to my wallet).
Aside from the 91.411 Altimeter system/altitude reporting equipment
check (I already have the 91.413 transponder check), the standard 30
day VOR check, and other equipment required for IFR flight (ie,
clock, gyros...) what else is required to use the 430 in the system?
Do I just note the installation in the log book, then boldly launch
into the soup (of course that's not going to happen until I get
enough hood time and feel comfortable using the 430), or is there
some kind of DAR signoff, FSDO signoff, or some special verbiage for
the log book.
Any help would be appreciated.
Laird RV-6 780 hrs
SoCal
Message 13
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--> RV-List message posted by: flmike <flmike2001@yahoo.com>
John is correct. "Dry air" (virga generated)
microbursts are common in the dry west. Here in the
south they are pretty much always associated with
thunderstorms. Windshear and microburst outflow are
generally not a big problem for light aircraft because
of their low inertia and ability to get power on
quickly (unless you happen to be 100' AGL).
Microburst downdrafts are a bad scene for everybody,
so watch for that virga.
FWIW, the strongest microburst recorded (that I know
of) was recorded at Denver Stapleton on July 8, 1989
and produced a 95 knot outflow. It was a hot day with
no thunderstorms. A 737 was on final, received a "90
knot headwind loss at runway threshold" warning from
the ground based LLWAS, didn't believe it at first,
initiated a go around / escape procedure, penetrated
while climbing and accelerating, lost 50 kts of
airspeed and 400 feet of altitude (from 1000'), and I
believe had to change his shorts later. The sensor
based LLWAS systems have been in service since the
80's at most major airports and have been updated with
newer algorithms and sensors as well as integrated
with doppler radar data. I don't think Santa Fe has a
system, but I've been out of that program for about 6
years (lead electronics hardware engineer). Also,
according to the NCAR scientist I worked with, the two
airports with the most microburst activity are Denver
and Orlando. And yeah, Denver is the largest with 31
sensors installed in 1995 at the new airport.
Glad you got out okay and if I ever run into the 737
pilot, Capt. Levine, he owes me a beer!
Mike
RV-6A
-------------------------
Wheeler, it sounds like you flew under a microburst.
They are not uncommon in the dry, mountain west,
especially in the afternoon.
Basically, a shaft of virga (rain that evaporates in
the dry air,
Before reaching the ground) cools the air with the
evaporation, and creates a column of cold air that
"falls" to the ground. High in the air, the column of
air will cause quite a downdraft, for a minute or so
as you fly through it. Closer to the ground, the
column of air causes an area of winds that blow away
from it, as the falling column impacts the ground.
<Snip>
Denver International Airport has had an experiment
going on for the last couple of years with a huge
array of sensors to detect microbursts, and provide
automated warning to incoming and outgoing airliners.
<snip>
John Huft RV8
Pagosa Springs, CO (100 nm north of Santa Fe)
----------------------------
__________________________________
http://sitebuilder.yahoo.com
Message 14
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| Subject: | Dynon: fittings & strain relief? |
--> RV-List message posted by: "Dan Checkoway" <dan@rvproject.com>
For those who have installed the Dynon EFIS-D10, maybe you can help me out:
http://images.rvproject.com/images/2003/20030813_dynon_tubing_fitting.jpg
http://images.rvproject.com/images/2003/20030813_pitot_fitting.jpg
I used a plastic connector shell on the D-25 connector, and as you can see
in the photos the ports for pitot/static tubing are very close to the
connector shell. Too close to the use the fitting pictured.
I called Dynon about this and they were totally unhelpful. "We use some
kind of strain relief on the connector. Maybe you can put the fitting in
first." Surprisingly unhelpful!
So what have those of you who have installed it already done about this? I
could get rid of the connector shell and just silicone wrap the harness,
which would probably make enough room...but if anybody knows of different
fittings that work, please steer me in the right direction.
Thanks in advance,
)_( Dan
RV-7 N714D
http://www.rvproject.com
Message 15
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| Subject: | Re: Dynon: fittings & strain relief? |
--> RV-List message posted by: N13eer@aol.com
Dan,
I had the same issue with the back shell I chose. I just filled down the two corners
on the backshell so they clear the fittings. I think backshell choice
has a lot to do with this. If you use one of the cheep tin ones they would fit
fine but high quality ones are to thick.
Hope this helps,
Alan Kritzman
RV-8 80 hours
I used a plastic connector shell on the D-25 connector, and as you can see
in the photos the ports for pitot/static tubing are very close to the
connector shell. Too close to the use the fitting pictured.
Message 16
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| Subject: | Re: Dynon: fittings & strain relief? |
--> RV-List message posted by: "Brian Denk" <akroguy@hotmail.com>
>
>--> RV-List message posted by: "Dan Checkoway" <dan@rvproject.com>
>
>For those who have installed the Dynon EFIS-D10, maybe you can help me out:
>
>http://images.rvproject.com/images/2003/20030813_dynon_tubing_fitting.jpg
>http://images.rvproject.com/images/2003/20030813_pitot_fitting.jpg
>
>I used a plastic connector shell on the D-25 connector, and as you can see
>in the photos the ports for pitot/static tubing are very close to the
>connector shell. Too close to the use the fitting pictured.
>
>I called Dynon about this and they were totally unhelpful. "We use some
>kind of strain relief on the connector. Maybe you can put the fitting in
>first." Surprisingly unhelpful!
>
>So what have those of you who have installed it already done about this? I
>could get rid of the connector shell and just silicone wrap the harness,
>which would probably make enough room...but if anybody knows of different
>fittings that work, please steer me in the right direction.
>
>Thanks in advance,
>)_( Dan
>RV-7 N714D
>http://www.rvproject.com
>
Dan,
I don't have a Dynon (but will for the RV10!), but this appears to be a
simple matter of mind over.....uh...matter. You could go the brutality
route and grind off the hex nut portion of the fittings, and just finger
tight the suckers. (They don't need much more than that anyway, being
plastic with very fragile threads.) A brass pipe-to-hose barb fitting might
work, as they are pretty slim in profile.
Or, go thee forth and find a Parker fitting supplier, and rummage thee
through shelves full of nipples (oh behave!), couplers and adapters. We
have a supplier here in Albuquerque just down the street from my house, and
I spent a lot of time there coming up with various combinations to route the
vital arteries and veins of my airplane's innards.
Best,
Brian Denk
RV8 N94BD
Message 17
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| Subject: | LRI/AOA, airspeed |
--> RV-List message posted by: Charles Brame <charleyb@earthlink.net>
I flew A-7s with the Navy for a couple of years. Someone once asked me
what was our approach speed while landing on a carrier. I had no idea. I
never once looked at the airspeed while on final (in the "groove" in
Navy lingo.) Our concentration was solely on AOA (plus line up and the
"MeatBall.") I also flew F-4s for the USAF. Same comment - AOA only with
no reference to airspeed on final. No need to compute approach speeds
for weight or configuration - the AOA took care of that chore.
Of course, we used airspeed for other applications. But with any hard
maneuvering, AOA again became the primary instrument. In both airplanes,
the AOA indexer was adjacent to the windscreen and in the peripheral
vision whether on final or in a dog fight.
Charlie Brame
RV-6A N11CB
San Antonio
-----------------------------
From: "Dan Checkoway" <dan@rvproject.com>
Subject: RV-List: LRI/AOA, airspeed
--> RV-List message posted by: "Dan Checkoway" <dan@rvproject.com>
> Are you suggesting that the Navy-trained aviators chuck their AOA
> indicators and revert to the airspeed indicator when the wind starts
> blowing?
No, 'course not. I'm just saying that they're not ignoring their airspeed
either. 8-)
The way it strikes me, hearing you guys boast (maybe that's the wrong term)
about how you can fly approaches solely by reference to the LRI/AOA is like
saying you can ditch the DG or compass on an ILS approach as long as you
keep the CDI needle centered.
All I'm saying is be smart and fly safely.
Hey, just curious. What failure modes do these LRI/AOA indicators have, and
what are the symptoms? Again, just curious...not trying to pick on 'em.
DO NOT ARCHIVE
)_( Dan
RV-7 N714D
http://www.rvproject.com
Message 18
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--> RV-List message posted by: Wheeler North <wnorth@sdccd.cc.ca.us>
Gert,
Call Mike, he much prefers calls to emails, as they aren't very realtime to
his scheduling needs.
503.429.5103
Wheeler
do not archive
Message 19
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| Subject: | Re: Dynon: fittings & strain relief? |
--> RV-List message posted by: "Ross Mickey" <rmickey@ix.netcom.com>
Dan,
I have a connector shell on mine and was able to use the plastic P/S
fittings you show in the picture. I did put the plastic fittings on first
and then plugged in the D-25 connector.
Another point. I have a 6A and had to cut away lots of my sub-panel behind
the EFIS. It looks like in your picture that you haven't cut much away.
Ross Mickey
RV6A..to paint on Sept 1
----- Original Message ----- > I used a plastic connector shell on the D-25
connector, and as you can see
> in the photos the ports for pitot/static tubing are very close to the
> connector shell. Too close to the use the fitting pictured.
> So what have those of you who have installed it already done about this?
I
> could get rid of the connector shell and just silicone wrap the harness,
> which would probably make enough room...but if anybody knows of different
> fittings that work, please steer me in the right direction.
>
> Thanks in advance,
> )_( Dan
Message 20
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--> RV-List message posted by: Wheeler North <wnorth@sdccd.cc.ca.us>
Doug,
congrats, you have been wailing out at the airport. Let us know how it goes.
RE hardware, I had several problems with Vans hardware, the call outs are
often wrong for AN standards. In other words the call out was too long or
too short and one could go to the next more appropriate size. I finally gave
up and ordered Spruce's mechanics set of hardware as I kept running out of
odd sizes. The downside of this is all the other old guys at the airport
have figured this out and always come begging for bits and pieces.
I think what happens is the "kits" are shelf leftovers from earlier models,
and or are for either/or use. I also found that many of their rivet call out
lengths were off as per AC43.13. I would suspect/hope that the newer cadcam
RV kits are reducing these leftover errors.
Of course the difference between an engineer and a mechanic is the engineer
writes the plans to show you how badly you screwed up, and the mechanic only
really reads them to find out what to do with all the left over parts. ;{)
W
do not archive
Message 21
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--> RV-List message posted by: Wheeler North <wnorth@sdccd.cc.ca.us>
Bill, I can't quite tell you why it was different, But I do know that at
60kts indicated at sea level the plane jumps off, where as at 60kts 10000ft
D/A it struggles and may settle back down for a touch and go.
The AOA showed this with the slider right at the edge of red rather than
fully in the yellow at the same airspeed when at higher D/A. It was also
more willing to go back into the red as I rotated when at higher D/A.
W
do not archive
> During take off I have now had several high density altitude take offs
> where
> both airspeeds said go, but the AOA was still saying to much AOA for the
> current airspeed so I gratefully left it on the runway a little longer.
>
Okay, time to admit confusion here... I am mystified as to why this would be
so. I always thought the airspeed indicator was subject to density altitude
errors equal in magnitude and direction to the density altitude effect on
the
wing's performance. In other words, I have assumed that an _indicated_
airspeed would give a reliable prediction of the wing's performance
regardless
of
density altitude.
As an aside (but also a corollary) I had assumed, without ever testing it
myself, that in unaccelerated level flight at the aircraft service ceiling,
the
indicated airspeed would read a value very close to Vstall, showing that the
wing, while actually moving significantly faster in terms of TAS, was seeing
such thin air that it was at the critical AoA just maintaining altutude
Tell me
what I'm missing, somebody.
-Bill B
Message 22
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--> RV-List message posted by: Wheeler North <wnorth@sdccd.cc.ca.us>
Gary,
send me a flyer and I'll post'em around our local airports in San Diego area
Wheeler
Time: 06:46:13 PM PST US
From: "RV6 Flyer" <rv6_flyer@hotmail.com>
vansairforce@yahoogroups.com, NorCal-rvlist@yahoogroups.com,
AZ_RVList@yahoogroups.com
Subject: RV-List: SoCAL RV RendezVous
--> RV-List message posted by: "RV6 Flyer" <rv6_flyer@hotmail.com>
Want to give everyone an advance notice of the upcoming SoCAL RV RendezVous
on Saturday 1 November 2003 at Cable Airport (CCB,
http://www.cableairport.com) Upland, California.
Want to get the word out and have as many RVs show up as possible.
Any suggestions on FREE advertising is welcome off list. Posted message to
EAA and AOPA yesterday.
Gary A. Sobek
"My Sanity" RV-6 N157GS O-320 Hartzell,
1,349 + Flying Hours So. CA, USA
http://SoCAL_WVAF.rvproject.com
Message 23
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--> RV-List message posted by: "Larry Pardue" <n5lp@carlsbad.net>
> --> RV-List message posted by: Wheeler North <wnorth@sdccd.cc.ca.us>
>
> Bill, I can't quite tell you why it was different, But I do know that at
> 60kts indicated at sea level the plane jumps off, where as at 60kts
10000ft
> D/A it struggles and may settle back down for a touch and go.
>
Having flown at high density altitudes a lot, I think this is because of the
lack of acceleration at high altitude. Down low you look at the airspeed,
see a number, and start to rotate. In the meantime you are still
accelerating strongly and are quite a bit faster when you actually lift off.
Up high, the acceleration is so much lower that you are trying to lift off
at a slower speed.
If you do let it fly off in a three point attitude, it should do so at the
same indicated airspeed in either case.
Larry Pardue
Carlsbad, NM
RV-6 N441LP Flying
http://www.carlsbadnm.com/n5lp/index.htm
Message 24
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| Subject: | Re: Upgrade to IFR |
--> RV-List message posted by: "Pat Hatch" <pat_hatch@msn.com>
Laird,
If you haven't already, read AC 20-138. It gives you the guidance and the
logbook entries to make. My interpretation was that you have to demonstrate
to yourself that the thing works as advertised by shooting several
approaches as described in the AC. Make the appropriate logbook entries,
then you are good to go. If you call your local FISDO they might bring up a
337 requirement. First, I don't think you need a FISDO signoff or DAR
signoff or a 337, however, it might be considered a major alteration which
would require a new test period. If it were me, I would check with the
FISDO only to the extent that I might need a new test period for the
alteration.
Happy flying.
Pat Hatch
RV-4
RV-6
RV-7 QB (Building)
Vero Beach, FL
----- Original Message -----
From: "Laird Owens" <owens@aerovironment.com>
<SoCAL-RVlist@yahoogroups.com>
Subject: RV-List: Upgrade to IFR
> --> RV-List message posted by: Laird Owens <owens@aerovironment.com>
>
> OK,
>
> So I went out and got my IFR ticket recently (in a C172...ugg). Now I
> want to upgrade my RV so I can use it to pop thru the coastal
> overcast once in a while and to stay current.
>
> I've ordered a new Garmin-430/CDI from John Stark, and that'll be
> here in a couple of weeks. Putting in the 430 is no big deal (except
> to my wallet).
>
> Aside from the 91.411 Altimeter system/altitude reporting equipment
> check (I already have the 91.413 transponder check), the standard 30
> day VOR check, and other equipment required for IFR flight (ie,
> clock, gyros...) what else is required to use the 430 in the system?
>
> Do I just note the installation in the log book, then boldly launch
> into the soup (of course that's not going to happen until I get
> enough hood time and feel comfortable using the 430), or is there
> some kind of DAR signoff, FSDO signoff, or some special verbiage for
> the log book.
>
> Any help would be appreciated.
>
> Laird RV-6 780 hrs
> SoCal
>
>
Message 25
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--> RV-List message posted by: "Ross Scroggs" <rscroggs@comcast.net>
I saw an air vent installation on Saturday that I hadn't seen before, I bet everybody
else has, except me.
It was installed on the bottom of the wing and had a 2 inch hose directing the
air into the rear seat of an
RV-4.
Anybody know the best way to attach a NACA duct to the skin surface so the hose
could be replaced
at some point in the future? The ones I saw may have been prosealed to the inside
surface of the skin
but there is no way to replace the hose if that is done. You can't reach it without
removing the wing.
Ideas???
Ross Scroggs
RV-4 Wings #3911
Conyers, GA.
Message 26
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| Subject: | RV Route/Altitudes |
--> RV-List message posted by: "John" <n1cxo320@salidaco.com>
I was just looking at the route from my home to LRU for the 3rd LOE RV
fly-in, and because of terrain and MOA/Restricted areas, my route has
several 'dog legs' wherein I would be a few degrees east of south, and
oppositely, a few degrees west of south from time to time. This would, if
practice is followed exactly, require changes in altitude for odd to even
thousands several times during the flight. This is something I don't care to
do.
Question: how would you do it?
John
Message 27
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| Subject: | Re: Option for CS after fitting FP Sensenich |
--> RV-List message posted by: Jim Daniels <jwdanie@comcast.net>
On Tuesday, August 12, 2003, at 05:14 PM, Eustace Bowhay wrote:
> Just make sure that the oil can get back through the line to the
> adapter.
> the adapter must have the slot in the cover, has the shape of a small
> paper
> clip and is around 3/32 deep. The shape of the cover prevents it from
> being
> installed incorrectly, make sure it has the proper gasket for this
> type of
> cover.
Is the cover and gasket a part that can be ordered? I just alerted an
IO-360 owner that changed his CS to a FP. Sure enough, his rear plug
was not punctured and the cover plate was flat. He now wants to get
the proper cover and was wondering about sources or part numbers.
Thanks!
Jim Daniels
Message 28
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--> RV-List message posted by: "Doug Weiler" <dougweil@pressenter.com>
Fellow Listers:
I am posting the following for one of our local RV club members. This is a
very nice RV-6A for sale.
1998 RV-6A, 330 hrs TTA&E, 180 hp w/Hartzell C/S prop. Electronic ignition.
Electric flaps and trim. IFR equipped w/Garmin 430, King LOC/GS, MB,
KT-76A, NavAid autopilot. $80,000. 320-259-9307. mahoney@cloudnet.com
Thanks
Doug Weiler
pres MN Wing
details also at this website:
http://www.pressenter.com/~dougweil/N131LD/index.htm
Message 29
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| Subject: | RV Route/Altitudes |
--> RV-List message posted by: "Clinchy, Dave" <clinchd@losrios.edu>
I would change altitude... It's only 1000 ft up or down. And if your
talking with ATC they will chide you about not following WEEO rules.
Dave C
Sacramento
7 fuse - looking for an engine
Do not archive
-----Original Message-----
From: owner-rv-list-server@matronics.com
[mailto:owner-rv-list-server@matronics.com] On Behalf Of John
Subject: RV-List: RV Route/Altitudes
--> RV-List message posted by: "John" <n1cxo320@salidaco.com>
I was just looking at the route from my home to LRU for the 3rd LOE RV
fly-in, and because of terrain and MOA/Restricted areas, my route has
several 'dog legs' wherein I would be a few degrees east of south, and
oppositely, a few degrees west of south from time to time. This would,
if practice is followed exactly, require changes in altitude for odd to
even thousands several times during the flight. This is something I
don't care to do.
Question: how would you do it?
John
direct advertising on the Matronics Forums.
Message 30
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--> RV-List message posted by: "Ken Simmons" <ken@truckstop.com>
No more to add to the discussion. I have a specific question on installing the
Proprietary software AOA.
I picked up the "A" kit while at Oshkosh. What's the best way to route the sensing
tubes to the fuselage? I was planning on routing them directly behind the
main spar. My concern is interference with the aileron bell crank.
Thanks.
Ken
8 (wings)
DO NOT ARCHIVE
The Internet Truckstop
The first and largest
freight matching
service on the
Intenet
______________ ______________ ______________ ______________
Sent via the KillerWebMail system at truckstop.com
Message 31
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--> RV-List message posted by: "Alex Peterson" <alexpeterson@usjet.net>
> Bill, I can't quite tell you why it was different, But I do
> know that at 60kts indicated at sea level the plane jumps
> off, where as at 60kts 10000ft D/A it struggles and may
> settle back down for a touch and go.
This is because at sea level we learn to rotate to a certain pitch angle
that we know develops the proper rate of climb. At high altitudes, this
pitch angle necessarily needs to be less than at sea level, because the
ANGLE of climb is much less at altitude. (Keep in mind that the angle of
climb is the pitch angle minus the angle of attack.) If one flies a
constant AOA, the pitch angle will be much less at altitude than at sea
level. Maximizing takeoff performance is a perfect argument for having
an AOA instrument.
Alex Peterson
Maple Grove, MN
RV6-A N66AP 337 hours
www.usfamily.net/web/alexpeterson
Message 32
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| Subject: | RV Route/Altitudes |
--> RV-List message posted by: "Alex Peterson" <alexpeterson@usjet.net>
>
> I would change altitude... It's only 1000 ft up or down. And
> if your talking with ATC they will chide you about not
> following WEEO rules.
>
> I was just looking at the route from my home to LRU for the
> 3rd LOE RV fly-in, and because of terrain and MOA/Restricted
> areas, my route has several 'dog legs' wherein I would be a
> few degrees east of south, and oppositely, a few degrees west
> of south from time to time. This would, if practice is
> followed exactly, require changes in altitude for odd to even
> thousands several times during the flight. This is something
> I don't care to do.
>
> Question: how would you do it?
>
How high above the ground will you be? Less than 3000 agl, it doesn't
matter.
Alex Peterson
Maple Grove, MN
RV6-A N66AP 337 hours
www.usfamily.net/web/alexpeterson
Message 33
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| Subject: | Re: RV Route/Altitudes |
--> RV-List message posted by: a flyer <aflyer@direcway.com>
If you stay within 3000 ft. agl, you don't have to follow the VFR cruising
altitudes. So, just take the Continental Divide route from Salida to Las
Cruces. :o)
See you there,
John Huft, RV8
Pagosa Springs, CO
----- Original Message -----
From: "John" <n1cxo320@salidaco.com>
Subject: RV-List: RV Route/Altitudes
> --> RV-List message posted by: "John" <n1cxo320@salidaco.com>
>
> I was just looking at the route from my home to LRU for the 3rd LOE RV
> fly-in, and because of terrain and MOA/Restricted areas, my route has
> several 'dog legs' wherein I would be a few degrees east of south, and
> oppositely, a few degrees west of south from time to time. This would, if
> practice is followed exactly, require changes in altitude for odd to even
> thousands several times during the flight. This is something I don't care
to
> do.
>
> Question: how would you do it?
>
> John
>
>
Message 34
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| Subject: | Re: Dynon Pitot Tube |
--> RV-List message posted by: "Mike Robertson" <mrobert569@hotmail.com>
I spoke with the folks at Dynon about this very thing. Until their pitot
tube is available any pitot is usable but there will be no AOA function
available. Once their tube is available it will mount in the Gretz Pitot
mount. I am going to use the Gretz heated pitot tube for now, then change
over once the Dynon unit is avialable.
Mike Robertson
>From: "Donald L. Erickson" <dle@joplin.com>
>Reply-To: rv-list@matronics.com
>To: <RV-List@matronics.com>
>Subject: RV-List: Dynon Pitot Tube
>Date: Wed, 13 Aug 2003 20:21:09 -0500
>
>--> RV-List message posted by: "Donald L. Erickson" <dle@joplin.com>
>
>If I install a Dynon D10 EFIS then I need their pitot tube for correct
>airspeed, static and AOA. Does this tube mount in a Gretz mount and if so
>which one. What are some of your thoughts? Thanks
>Don RV8 N874DE
>
>
Message 35
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| Subject: | Re: Upgrade to IFR |
--> RV-List message posted by: "Mike Robertson" <mrobert569@hotmail.com>
Laird,
Oncethe 430 is installed you may have to have the pitot static check done
again, depending on how in depth your last check was. Other than that,
check out 91.413(e) to see if you have everything required for IFR. Then go
forth and fly!!
Mike Robertson
>From: Laird Owens <owens@aerovironment.com>
>Reply-To: rv-list@matronics.com
>To: rv-list <rv-list@matronics.com>, SoCAL-RVlist
><SoCAL-RVlist@yahoogroups.com>
>Subject: RV-List: Upgrade to IFR
>Date: Thu, 14 Aug 2003 09:39:12 -0700
>
>--> RV-List message posted by: Laird Owens <owens@aerovironment.com>
>
>OK,
>
>So I went out and got my IFR ticket recently (in a C172...ugg). Now I
>want to upgrade my RV so I can use it to pop thru the coastal
>overcast once in a while and to stay current.
>
>I've ordered a new Garmin-430/CDI from John Stark, and that'll be
>here in a couple of weeks. Putting in the 430 is no big deal (except
>to my wallet).
>
>Aside from the 91.411 Altimeter system/altitude reporting equipment
>check (I already have the 91.413 transponder check), the standard 30
>day VOR check, and other equipment required for IFR flight (ie,
>clock, gyros...) what else is required to use the 430 in the system?
>
>Do I just note the installation in the log book, then boldly launch
>into the soup (of course that's not going to happen until I get
>enough hood time and feel comfortable using the 430), or is there
>some kind of DAR signoff, FSDO signoff, or some special verbiage for
>the log book.
>
>Any help would be appreciated.
>
>Laird RV-6 780 hrs
>SoCal
>
>
Message 36
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| Subject: | Re: Option for CS after fitting FP Sensenich |
--> RV-List message posted by: "Eustace Bowhay" <ebowhay@jetstream.net>
Call Aero Sport Power and ask for Sue, phone # 250 376 2955 they will have
them.
Eustace
----- Original Message -----
From: "Jim Daniels" <jwdanie@comcast.net>
Subject: Re: RV-List: Re: Option for CS after fitting FP Sensenich
> --> RV-List message posted by: Jim Daniels <jwdanie@comcast.net>
>
> On Tuesday, August 12, 2003, at 05:14 PM, Eustace Bowhay wrote:
>
> > Just make sure that the oil can get back through the line to the
> > adapter.
> > the adapter must have the slot in the cover, has the shape of a small
> > paper
> > clip and is around 3/32 deep. The shape of the cover prevents it from
> > being
> > installed incorrectly, make sure it has the proper gasket for this
> > type of
> > cover.
>
> Is the cover and gasket a part that can be ordered? I just alerted an
> IO-360 owner that changed his CS to a FP. Sure enough, his rear plug
> was not punctured and the cover plate was flat. He now wants to get
> the proper cover and was wondering about sources or part numbers.
>
> Thanks!
> Jim Daniels
>
>
Message 37
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|
--> RV-List message posted by: "Bob n' Lu Olds" <oldsfolks@aol.com>
I have a small heat muff with 1" inlet and 2" outlet hoses. I wound a screen door
spring around the exhaust pipe inside the muff ,to add heating space and more
air contact area. It has heated well here in NW Arkansas.
Bob Olds RV-4 , N1191X
Charleston,Arkansas
Message 38
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| Subject: | Re: Dynon Discussion |
--> RV-List message posted by: "DEREK REED" <dreed@cdsnet.net>
> > It has been my experience with the LRI that wind shear on approaches is
> > detected MUCH quicker with the LRI than with the airspeed indicator. It
>
>
> All I'm suggesting is -- *still* use that airspeed indicator, whether you
> have LRI/AOA or not. Otherwise, why do you have it in the plane at all?
Don't think the AOA would be of use to check mag drop on L/R check. Or,
keeping within the 2600 rpm restriction on a Sensenich fixwd pitch prop!
>
> DO NOT ARCHIVE
> )_( Dan
> RV-7 N714D
> http://www.rvproject.com
>
>
Message 39
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|
| Subject: | Re: RV 10 kits sold |
--> RV-List message posted by: BPattonsoa@aol.com
I flew into the factory last Friday, 8/8. Got the factory tour, got to park
my -6A with all the other factory ships, and the -10 tour. I will be in the
second group of tail kits.
Bruce, who gave the tour, said they had 83 signed up and almost got me as 84.
He said that most had put down the deposit for both the tail and wing kits.
The first run will be at least 100.
Bruce Patton
596S
Message 40
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|
| Subject: | Fw: ANR Headsets |
--> RV-List message posted by: "Cy Galley" <cgalley@qcbc.org>
----- Original Message -----
From: "Cy Galley" <cgalley@mchsi.com>
<HangarChat@yahoogroups.com>; "fAA" <aeronca@westmont.edu>
Subject: ANR Headsets
> Looking for ANR headsets
>
> Cy Galley - Bellanca Champion Club
> Newsletter Editor & EAA TC
> www.bellanca-championclub.com
> Actively supporting Aeroncas every day
> Quarterly newsletters on time
> Reasonable document reprints
> 1-518-731-6800
>
Message 41
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| Subject: | Dynon and airspeed |
--> RV-List message posted by: "Dave Ford" <dford@michweb.net>
Can someone explain how the Dynon is dependent on airspeed for attitude information
when you can hold it in your hand, rotate, pitch up or down and the unit
will display that attitude information. However, I have noticed that when checking
my pitot system with a syringe, the Dynon would pitch up while simulating
increased airspeed, then slowly stabilize to level attitude.
Dave Ford
RV6 finishing
Message 42
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"'rv-list@matronics.com'" <rv-list@matronics.com>
--> RV-List message posted by: Wheeler North <wnorth@sdccd.cc.ca.us>
Keith,
thank you, after reading you airliner types posts it seems like the thing to
do is just go full power and pray since the final approach speed of the RV
is 70kts or lower. Stall is not much lower than that in terms of how much
more pull one gives to the loose stick at that low airspeed just to drop to
stall speed.
The one thing I'm not sure of is it better to reduce drag some if flaps are
fully deployed by bringing them slowly up to 15deg? On the RV anything
beyond 10-15deg is pure drag which is why it was the first thing I "felt"
was right to do. My thought on it is that the drag portion of flap
deployment is robbing lift energy, but I don't know if that's really valid.
thx
W
-----Original Message-----
From: Howard [mailto:rv6tc@earthlink.net]
Subject: Windshear
Wheeler,
Just read your post concerning windshear. For background, I was an AF
instructor pilot and I'm not a 737 F/O at United. We get windshear
training ad nauseum, mostly due to the accidents that have happened in the
past. The public stuff on the list is mostly correct. Pat Hatch had the
best response with one small exception. He said in an RV you might want to
go to Vx. Probably a little slower than that. His post stated correctly
that you rotate to "stick shaker" in a jet. The theory is that you very
aggressively maximize your AoA to fly out of the shear. To a certain
degree, you disregard the airspeed, but that could be dangerous if you
don't have an accurate AoA gage. The Delta L-1011 that crashed in Dallas
after encountering a nice microburst, had MORE than flying airspeed when he
hit the tank. Had he been trained better, they could have survived, but no
one knew. So, max power, rotate aggressively to a pitch attitude that is
higher than normal and be very respectful of the stall. Work the pitch
attitude to keep the nose up and not gaining airspeed until you are
climbing. In the 737, the non flying pilot calls out radar altitude, and
vertical velocity. Notice nowhere are we concerned with speed until we are
climbing out. We are strictly trained not to change configuration. If you
do have to fly into the terrain, you are in the best attitude possible in
this recovery position. Remember when you exit the shear, it is a
mandatory call to the ATC to report it as well as the intensity, usually
measured by change of airspeed, if you know. One great indicator could be
your groundspeed on the GPS, compared with what it should be with the
surface winds. In Denver, it isn't at all unusual for the winds to be
different directions and velocities all the way down final. I have seen
then go through 360 degrees on one approach, and this morning's visual,
they changed through three different cardinal directions, the last change
from calm to 270/10 at about 100-200 feet. So it is not at all unusual.
Fly safe. Let me know if these ramblings are not coherent, and I'll try
again.
Keith Hughes
RV-6 Finish
B-737
Denver
PS. Unless you have very sophisticated equipment on board, do not turn.
You might turn from an area of lessor shear into the teeth of it, making
for a longer recovery.
Message 43
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| Subject: | Dynon Discussion |
--> RV-List message posted by: "Nick N" <rvator@nicknaf.com>
Umm, What? How does the ASI have anything to do with checking for mag
drop, or even keeping within the 2600 RPM restriction? Ok, maybe the
2600 Rest., it you know a given speed that will put you over it; but I
at a total loss with the mag drop.
Nick
Do Not Archive
-----Original Message-----
From: owner-rv-list-server@matronics.com
[mailto:owner-rv-list-server@matronics.com] On Behalf Of DEREK REED
Subject: Re: RV-List: Dynon Discussion
--> RV-List message posted by: "DEREK REED" <dreed@cdsnet.net>
> > It has been my experience with the LRI that wind shear on approaches
is
> > detected MUCH quicker with the LRI than with the airspeed indicator.
It
>
>
> All I'm suggesting is -- *still* use that airspeed indicator, whether
you
> have LRI/AOA or not. Otherwise, why do you have it in the plane at
all?
Don't think the AOA would be of use to check mag drop on L/R check. Or,
keeping within the 2600 rpm restriction on a Sensenich fixwd pitch prop!
>
> DO NOT ARCHIVE
> )_( Dan
> RV-7 N714D
> http://www.rvproject.com
>
>
Message 44
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|
| Subject: | Re: rv-6 forced landing |
--> RV-List message posted by: "Emrath" <emrath@comcast.net>
We had a local Cozy IV have a front seal failure, which is a rear seal
on a pusher arrangement like a Cozy. Apparently a lot of pusher planes
have this issue and they are installing "keepers" on the engine to hold
the seal in place. In this case, the cause was a collapsed crankcase
breather line, it developed a kink somehow and didn't have a "whistle"
hole in the line. This perhaps was an isolated incident on a pusher in
warm weather, ice was not the problem.
Now, with this thread running, I am wondering if the problem generally
is caused on pushers with the fixed pitched prop without the proper oil
passageway in the plug. Most all pushers I've seen have fixed pitch
props, but there are some with CS with hubs salvaged from sea planes or
electric adjusted props.
Lets be careful out there.
Marty in Brentwood TN
Do not Archive
Message 45
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|
| Subject: | Re: RV Route/Altitudes |
--> RV-List message posted by: kempthornes <kempthornes@earthlink.net>
At 02:55 PM 8/14/2003 -0600, you wrote:
>--> RV-List message posted by: "John" <n1cxo320@salidaco.com>
>
>...fly-in, and because of terrain and MOA/Restricted areas, my route has
>several 'dog legs'
>
>Question: how would you do it?
First, I would check to see if the areas are hot during the time you intend
to transition. Second, I would get flight following and let them guide
you. Many such areas in California & Nevada and they can cause hours of
deviation.
Third, I would enjoy the chance to do some extra flying!
K. H. (Hal) Kempthorne
RV6-a N7HK flying!
PRB (El Paso de Robles, CA)
Message 46
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| Subject: | Dynon Discussion |
--> RV-List message posted by: "Stein Bruch" <stein@steinair.com>
Ok, now this thread is getting "plane" crazy.
Now we're mixing RPM with Airspeed, AOA with Mag drops, what next??
Sorry to sound fecicious, but like everything, if you like it-buy it.
You'll rarely convince other people to change their minds.
Cheers,
Stein Bruch
Do Not Archive
-----Original Message-----
From: owner-rv-list-server@matronics.com
[mailto:owner-rv-list-server@matronics.com]On Behalf Of DEREK REED
Subject: Re: RV-List: Dynon Discussion
--> RV-List message posted by: "DEREK REED" <dreed@cdsnet.net>
> > It has been my experience with the LRI that wind shear on approaches is
> > detected MUCH quicker with the LRI than with the airspeed indicator. It
>
>
> All I'm suggesting is -- *still* use that airspeed indicator, whether you
> have LRI/AOA or not. Otherwise, why do you have it in the plane at all?
Don't think the AOA would be of use to check mag drop on L/R check. Or,
keeping within the 2600 rpm restriction on a Sensenich fixwd pitch prop!
>
> DO NOT ARCHIVE
> )_( Dan
> RV-7 N714D
> http://www.rvproject.com
>
>
Message 47
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| Subject: | Dynon Pitot Tube |
--> RV-List message posted by: Todd Houg <thoug@attglobal.net>
Don, I talked with Dynon about this at Oshkosh. You do not need their pitot tube
unless you desire the AOA, otherwise any pitot static system will work. They
will soon have the non-heated version of the ptiot tube available that will mount
in the Gretz mount. The heated version of the Pitot will follow by a few
months.
Todd Houg
RV-9A Fuselage
-----Original Message-----
From: Donald L. Erickson
Subject: RV-List: Dynon Pitot Tube
--> RV-List message posted by: "Donald L. Erickson" <dle@joplin.com>
If I install a Dynon D10 EFIS then I need their pitot tube for correct airspeed,
static and AOA. Does this tube mount in a Gretz mount and if so which one.
What are some of your thoughts? Thanks
Don RV8 N874DE
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AEYAAAAAOIUAAAEAAAABAAAAAAAAAB4APQABAAAABQAAAFJFOiAAAAAAAwANNP03AACkSg==
Message 48
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| Subject: | Re: Dynon and airspeed |
--> RV-List message posted by: "Robin Wessel" <Robin.Wessel@verizon.net>
Gyros are subject to acceleration and deceleration errors. Take a look
at your attitude gyro when you accelerate on takeoff roll. I asked the
guys at Dynon at Arlington and they said that they eliminate these
errors by using airspeed input.
Robin Wessel
Message 49
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| Subject: | Re: Upgrade to IFR |
--> RV-List message posted by: Gil Alexander <gilalex@earthlink.net>
Laird ... I think you might need an Approved Flight Manual for your
electronics installation.
I think this applies to home built as well as certified planes in the area
of GPS installations.
The FAA doc for GPS is here...
http://www.rduafss.faa.gov/navaids/gps.htm
I think this is the $$ that avionics shops get for the "Installation" part
of avionics....
....gil in Tucson -- back working on the RV-6A
At 09:39 AM 8/14/2003 -0700, you wrote:
>--> RV-List message posted by: Laird Owens <owens@aerovironment.com>
>
>OK,
>
>So I went out and got my IFR ticket recently (in a C172...ugg). Now I
>want to upgrade my RV so I can use it to pop thru the coastal
>overcast once in a while and to stay current.
>
>I've ordered a new Garmin-430/CDI from John Stark, and that'll be
>here in a couple of weeks. Putting in the 430 is no big deal (except
>to my wallet).
>
>Aside from the 91.411 Altimeter system/altitude reporting equipment
>check (I already have the 91.413 transponder check), the standard 30
>day VOR check, and other equipment required for IFR flight (ie,
>clock, gyros...) what else is required to use the 430 in the system?
>
>Do I just note the installation in the log book, then boldly launch
>into the soup (of course that's not going to happen until I get
>enough hood time and feel comfortable using the 430), or is there
>some kind of DAR signoff, FSDO signoff, or some special verbiage for
>the log book.
>
>Any help would be appreciated.
>
>Laird RV-6 780 hrs
>SoCal
>
>
RV-6A, #20701 .. fitting out firewall...
77 Tiger N28478 at 57AZ
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