Today's Message Index:
----------------------
1. 12:04 AM - Re: 12v supply to stabilize avionics (David Dalton)
2. 03:32 AM - Re: Advanced Flight System EFIS (Stewart, Michael (ISS Atlanta))
3. 06:14 AM - Re: Transitioning from a C172 to a RV-7A/9A (Mark Chamberlain)
4. 06:47 AM - Re: Re: Looking for Robby Knox (Lloyd, Daniel R.)
5. 06:52 AM - Re: AFS 3500 (Stewart, Michael (ISS Atlanta))
6. 07:19 AM - Re: Transitioning from a C172 to a RV-7A/9A (kitfoxmike)
7. 07:51 AM - Re: Re: Transitioning from a C172 to a RV-7A/9A (Sam Buchanan)
8. 08:06 AM - Re: Re: Transitioning from a C172 to a RV-7A/9A (Denis Walsh)
9. 08:49 AM - Re: Re: Transitioning from a C172 to a RV-7A/9A (Lloyd, Daniel R.)
10. 09:17 AM - Re: Re: Transitioning from a C172 to a RV-7A/9A (Sam Buchanan)
11. 09:38 AM - Re: Transitioning from a C172 to a RV-7A/9A (kitfoxmike)
12. 11:08 AM - Another 9A First Flight (Snow, Daniel A.)
13. 01:27 PM - Re: Looking for Robby Knox (Jekyll)
14. 02:04 PM - Re: Re: Looking for Robby Knox (Chuck Jensen)
15. 02:35 PM - Re: Looking for Robby Knox (Jekyll)
16. 04:10 PM - Re: Amount of smooth prime to do job (Oldsfolks@aol.com)
17. 04:33 PM - Re: Transitioning from a C172 to a RV-7A/9A (Carl Peters)
18. 04:44 PM - Re: Re: Amount of smooth prime to do job (Chuck Jensen)
19. 05:13 PM - Re: Re: Amount of smooth prime to do job (Bruce Gray)
20. 05:56 PM - Re: Re: Looking for Robby Knox (Bob Collins)
21. 06:49 PM - Re: Re: Looking for Robby Knox (rtitsworth)
22. 07:11 PM - Re: Re: Looking for Robby Knox (Tom Gummo)
23. 07:34 PM - Re: Re: Transitioning from a C172 to a RV-7A/9A (Sherman Butler)
24. 08:13 PM - RV family..... ()
25. 09:25 PM - Re: 12v supply to stabilize avionics (Richard E. Tasker)
Message 1
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| Subject: | Re: 12v supply to stabilize avionics |
As an electrical engineer (working on consumer electronics, not on A/C
systems), I would not recommend this for A/C use. I'm not sure where you
come up with 14A continuous, but that amount of current would fry the
package in no time at all. The spec says that the unit can take a max temp
of 125 C. Lets assume that you mount this in a temp controlled environment
where it sees a max of 25 C ambient. The temp rise, as specified on the
data sheet is 130C/W. At 12 volts nominal voltage, if you draw 1 amp, the
unit will disspate 12 W. This means that the temp rise at the part would be
12 * 130 = 1560 degrees or toast. Turning this around, if you want to keep
the temp below 125 C, with an ambient temp of 25C, you can afford a temp
rise of 100C. Therefore 130 C/W divided by 100 C temp rise equals
1.3Watts, which translates to roughly 100 mA of current.
This part is designed for computers, embedded microprocessors (in cars
maybe) or other low current applications. I don't want to rain on anyones
parade, but if this were suitable for A/C systems, some would have thought
of it long ago. You'd be better off spending your dollars on a small backup
batter or a dual bus system.
Best regards,
D Dalton
On 4/29/07, bob mackey <n103md@yahoo.com> wrote:
>
> Several asked for specs, so here they are...
>
> As Bob Nuchols surmised, this is lighter weight than
> a second battery -- 0.1 lbs plus wiring.
> It uses an Linear LTC3780.
>
> http://www.linear.com/pc/productDetail.jsp?navId=H0,C1,C1003,C1042,C1116,P10090
>
> The spec sheet for the 12V supply is attached.
>
> -bob mackey
>
>
Message 2
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| Subject: | Advanced Flight System EFIS |
I have the 430/MX20/GRT/AFS 3500.
What would you like to know?
They all work as advertised.
Mike
Do not archive.
-----Original Message-----
From: owner-rv-list-server@matronics.com
[mailto:owner-rv-list-server@matronics.com] On Behalf Of rtitsworth
Sent: Sunday, April 29, 2007 6:35 PM
Subject: RV-List: Advanced Flight System EFIS
I have a friend (Tom) who asked the following question (below) on a
different list. Any comments/input?
At present I have purchased a Garmin 430 and a yellow tagged MX-20. I
would
like to know if anyone is flying with or considering the Advanced Flight
Systems Model AF-3500 also with engine monitoring. I was also
considering
the GRT Spot model since I have an MX-20 already. Any comments would be
appreciated.
Tom Rooney
941-907-0032
rooney1961@yahoo.com
Fwd by Rick Titsworth
rtitsworth@mindspring.com
Message 3
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| Subject: | Re: Transitioning from a C172 to a RV-7A/9A |
And if you really want some fun: try a takeoff in a 7 or 9 instead of the
"A" and see how different that feels :-)
Mark - N234C - RV-7
155 hours
Message 4
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| Subject: | Re: Looking for Robby Knox |
Get real, Name address and phone number are public information, have you
ever seen a phone book? Email addresses are even less personal.
Bob is an outstanding person to work with and to post something contrary
is ridiculous, especially in reference to public information. In this
day and age, we can find out anything about anyone, and in mere minutes.
Bob did not violate anyone's trust. Now, if he had posted credit card
information or SSN numbers, then I would say your comments are
justified, but by posting information that is available in a phone book
there is nothing lost.
Dan
N289DT
-----Original Message-----
From: owner-rv-list-server@matronics.com
[mailto:owner-rv-list-server@matronics.com] On Behalf Of Jekyll
Sent: Sunday, April 29, 2007 7:51 PM
Subject: RV-List: Re: Looking for Robby Knox
[quote="imfairings(at)cox.net"]I'm looking for Robby Knox from Ricon,
GA. I have his address as 107 Paddleford Drive in Rincon. His phone
number as 912-429-5761, his email at rknox@alltel.net
He received from me a large order in February for fairings for an -8 and
a -10. The fairings weren't returned nor were the invoices. I need to
talk to him about how he is going to pay me.
If you know him tell him to shoot me an email or give me a call.
Thanks
--
Sincerely,
Bob Sxxxxxxx
xxxxxxxxxxxx
xxxxxxxxxxxx
xxxxxxxxxxxx[/quote
BAD FORM!
Putting a person's information on the internet for the whole world is
not appropriate. I was thinking about purchasing your product but your
lack of concern for protecting personal information instantly changed my
mind. As a businessman, you should know of other means for contacting
people other that posting their personal information on the Internet.
You are free to post your data on the net but, you should never post
someone else's data without their permission.
I don't know Robby, so I can't vouch for his charachter. I don't know if
he has defrauded you or if he has a valid reason for what's happened.
Doesn't matter though, I won't trust my business to anyone that doesn't
safeguard personal information.
Jekyll
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=109913#109913
Message 5
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Oh Crap. I lied.
I do not have the new 3500 whiz bang gismo, I have the 2500 engine
monitor, not the EFIS.
Sorry for the confusion.
Mike
Do not archive
_____
From: THOMAS F ROONEY [mailto:rooney1961@tampabay.rr.com]
Sent: Monday, April 30, 2007 9:48 AM
Subject: AFS 3500
Mike,
Thanks for the reply. I wanted to check out if any problems existed with
the AF3500EE as it is the final instrument I will be ordering. Are you
using the SL30 for ILS approaches as I believe the Arinc 429 issue has
not been completed.
Thanks
Tom
rooney1961@tampabay.rr.com
Also any recommendation between the PMA8000B or the GMA340
Message 6
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| Subject: | Re: Transitioning from a C172 to a RV-7A/9A |
I don't respond very much, but this one I feel I need to. I really don't think
you need to worry to much. In my days of training I also had trouble keeping
centerline even with the 172. After more training I found I was mainly over
correcting( needed to learn rudder). When I trained for the soft field take off
I thought I would just loose it because I couldn't see out the front. I found
that I could handle things just fine, sure you couldn't see out the front(just
like a tail wheel), but never the less I was able to hold center line. Reason
is you have more wind going over the control surfaces. Think about it,
the fan is going full bull, now you have rudder control, way cool.
When I got my kitfox(tail wheel) I had the same issues, all over the place, squirly
little thing. Now days I just hit the throttle and force the tail up as
soon as possible and then depart on the mains, no squirl. My advice is to get
out on that runway and ram the throttle and pull back on the stick(actualy pull
the stick then hit the throttle) and get that nose off the runway as soon
as it will get up, this one might suprise you on how quick things will happen,
then as soon as the main depart the runway, push forward on the stick to stay
in ground effect, as soon as the speeds are correct pull back and fly away.
I suspect this will happen very quickly in an RV.
--------
kitfoxmike
model IV, 1200
speedster
912ul
building
RV7a
slowbuild wings, fuse
Do not archive
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=109988#109988
Message 7
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| Subject: | Re: Transitioning from a C172 to a RV-7A/9A |
kitfoxmike wrote:
My advice is to get out on that runway and ram the
> throttle and pull back on the stick(actualy pull the stick then hit
> the throttle) and get that nose off the runway as soon as it will get
> up, this one might suprise you on how quick things will happen, then
> as soon as the main depart the runway, push forward on the stick to
> stay in ground effect, as soon as the speeds are correct pull back
> and fly away. I suspect this will happen very quickly in an RV.
Wow! I have to wonder how many low-time RV pilots could use that
technique without dragging the rudder on the runway followed by slamming
the nose wheel back down, followed by......I'm not sure what. :-)
The elevator on an RV has a *lot* of authority and takeoff is not a good
time to be sawing on the stick. This thread was begun by someone stating
their concern about being able to hold an RV-A on the centerline during
the takeoff run. This task will be more or less mastered very early in
transition training and there will be no need for manhandling the
control stick during takeoffs. Just smoothly apply power, a *little*
back stick to lighten the load on the nose gear and give the wings a
slightly positive angle of attack, then off you go with little further
control input as the wings decide it is time to fly and the plane
transitions into climb. Takeoff will occur in about the same amount of
time it took to read the previous sentence. :-)
Sam Buchanan
Message 8
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| Subject: | Re: Transitioning from a C172 to a RV-7A/9A |
I agree with Sam on the techniques, but let me add a small tip.
I have close to 3,500 takeoffs in my RV-6A, and have coached a
hundred or so on takeoffs. What has worked for me is to tell them to
use the brakes to steer until aligned with the runway. Then, as
power is advanced, slide your feet down off the brakes and only use
the rudder to steer during the take off roll. The RV accelerates so
fast that steering will be available almost immediately. Second I
tell them not to anticipate the rudder input. Wait and react to any
yawing that occurs. Again, the RV has such a powerful rudder that
you tend to over correct at first if you don't slow them down.
Not to worry, everyone "gets it" very quickly. Now pitch control
after lift off is another story...... That takes some practice.
Denis Walsh
On Apr 30, 2007, at 07:51 318890004, Sam Buchanan wrote:
>
> The elevator on an RV has a *lot* of authority and takeoff is not a
> good time to be sawing on the stick. This thread was begun by
> someone stating their concern about being able to hold an RV-A on
> the centerline during the takeoff run. This task will be more or
> less mastered very early in transition training and there will be
> no need for manhandling the control stick during takeoffs. Just
> smoothly apply power, a *little* back stick to lighten the load on
> the nose gear and give the wings a slightly positive angle of
> attack, then off you go with little further control input as the
> wings decide it is time to fly and the plane transitions into
> climb. Takeoff will occur in about the same amount of time it took
> to read the previous sentence. :-)
>
> Sam Buchanan
>
>
Message 9
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| Subject: | Re: Transitioning from a C172 to a RV-7A/9A |
I am one of the low time pilots and just completed transition training
with Mike Seager, and he teaches exactly this for transition training on
the 10, Easy push to full throttle, Rudder to keep centerline, Pull back
to get the nose off, relax the backpressure, and a slight push forward
and let it fly off the runway, set climb angle and airspeed to 120.
Dan
N289DT 10.6 hours RV10 time, now if I could just finish mine and fly it!
-----Original Message-----
From: owner-rv-list-server@matronics.com
[mailto:owner-rv-list-server@matronics.com] On Behalf Of Sam Buchanan
Sent: Monday, April 30, 2007 10:51 AM
Subject: Re: RV-List: Re: Transitioning from a C172 to a RV-7A/9A
kitfoxmike wrote:
My advice is to get out on that runway and ram the
> throttle and pull back on the stick(actualy pull the stick then hit
> the throttle) and get that nose off the runway as soon as it will get
> up, this one might suprise you on how quick things will happen, then
> as soon as the main depart the runway, push forward on the stick to
> stay in ground effect, as soon as the speeds are correct pull back
> and fly away. I suspect this will happen very quickly in an RV.
Wow! I have to wonder how many low-time RV pilots could use that
technique without dragging the rudder on the runway followed by slamming
the nose wheel back down, followed by......I'm not sure what. :-)
The elevator on an RV has a *lot* of authority and takeoff is not a good
time to be sawing on the stick. This thread was begun by someone stating
their concern about being able to hold an RV-A on the centerline during
the takeoff run. This task will be more or less mastered very early in
transition training and there will be no need for manhandling the
control stick during takeoffs. Just smoothly apply power, a *little*
back stick to lighten the load on the nose gear and give the wings a
slightly positive angle of attack, then off you go with little further
control input as the wings decide it is time to fly and the plane
transitions into climb. Takeoff will occur in about the same amount of
time it took to read the previous sentence. :-)
Sam Buchanan
Message 10
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| Subject: | Re: Transitioning from a C172 to a RV-7A/9A |
Lloyd, Daniel R. wrote:
>
> I am one of the low time pilots and just completed transition training
> with Mike Seager, and he teaches exactly this for transition training on
> the 10, Easy push to full throttle, Rudder to keep centerline, Pull back
> to get the nose off, relax the backpressure, and a slight push forward
> and let it fly off the runway, set climb angle and airspeed to 120.
> Dan
> N289DT 10.6 hours RV10 time, now if I could just finish mine and fly it!
Dan, I should have prefaced my remarks to say I was referring to
two-place RVs. I have never flown a -10, but a couple of pilots who have
-10 time told me the controls are significantly heavier than the
two-place RVs (nicely harmonized, just heavier), and I suppose this
means a bit more control travel is necessary at slow speed.
I have no doubt Mike taught you well. :-)
Sam Buchanan
Message 11
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| Subject: | Re: Transitioning from a C172 to a RV-7A/9A |
Sorry,
I should have stated that pulling back on an RV stick might only be one inch, you
are correct, they are full of power and authority is quick on the stick. But
still, get off the nose. Use of brakes is important also, I guess that's why
I'm getting the better brakes from grove.
--------
kitfoxmike
model IV, 1200
speedster
912ul
building
RV7a
slowbuild wings, fuse
Do not archive
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=110018#110018
Message 12
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| Subject: | Another 9A First Flight |
Just to add another datapoint to the already excellent RV history,
N214D's uneventful first flight occurred early Friday morning.
Construction of the "slow build" 9A took 1850 hours over a period of 16
months, including painting. Empty weight came in at 1064 pounds,
including a full Classic Aero Designs interior. The Sensenich
fixed-pitch prop is powered by one of the first Superior XP-O320's to
fly, and preliminary flight tests indicate 183 mph at 8000' and 75%
power. The panel consists of GRT's Sport EFIS/EIS w/moving map,
Garmin's GNS-430, Garmin's GTX-327, Icom's A200, PS Engineering's
PMA-4000, Garmin's GI-106A indicator, and a panel-mounted Garmin 296.
Message 13
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| Subject: | Re: Looking for Robby Knox |
Nowhere did I mention identity theft. I talked about personal security.
-Many people spend extra money for unlisted phone numbers.
-You can have your name and number put in a phone book without the address.
-Many people use a post office box so others can't get their street address.
-Government agencies won't give out personal information.
-Passwords with vendors to protect account information with services, utilities
and insurance carriers.
-Not putting your name on your mail box.
-Not connecting your name and address to your email address except with trusted
parties.
These are a few of the many methods people take to protect their personal information
to help ensure their personal safety.
About 10 years ago a promising young actress was brutally murdered by a stalker
who got her address from the California DMV.
I have had to move to a new state and keep my address and telephone number secret
to avoid a credible death threat resulting from a divorce from a troubled woman.
I couldn't give my children my address or phone number for 4 years.
My current fianc fled from an abusive husband that threatened her life before I
met her. He threatened me also once we started seeing each other. We were forced
to keep our information from him.
Readily available data makes it easier to commit crimes of passion. Someone that
needs to work hard to get the data may loose the passion needed to follow through.
This is the same concept underlying waiting periods for firearms purchases.
People looking for targets to rob or to otherwise victimize, will not work any
harder than necessary. It's like the old yarn about 2 hikers who encounter an
angry bear: you don't need to outrun the bear, just be faster than the other guy.
You don't know me and I chose to keep it that way but, everyone I correspond with
off-line, from all RV forums, gets my name, address and telephone number along
with a direct request to keep it to private. Posting personal information
on a public web site is a personal choice that no one should appropriate.
Whether you know it or not, I did Bob a favor with my post. I'll bet dollars to
doughnuts that I wasn't the only person offended by the way he nonchalantly posted
a customer's personal information but, I was the only one that spoke up.
He now has the knowledge to correct his processes and notify his potential customer
base of a new policy. That action will regain my trust and, I'm sure, that
of others.
Customers are important in business but not nearly as important as the far greater
number of people that ARE NOT YET your customers. For they are where your
future lies. Bob may have sold several hundred sets of fairings (I don't know)
but his future is with the tens of thousands of RV and other type builders that
haven't yet become customers.
Posts from people looking for others pop up frequently. Most posters handle the
request with appropriate confidentiality without providing the information. All
Bob needed to do was submit a post along the lines of "Looking for Robby Knox
from Ricon GA. I can't find him at the address or telephone he supplied. Please
contact me OFF LINE with any information that might help me". By using his
web site contact information, Bob would have provided enough information for
the forum population to know it was a legitimate request. He would have gotten
the same responses, not compromised Robby's personal security and not offended
any future customers.
Now everyone knows Robby is building an RV and they have an address where he is
likely building it. Since he has bought fairing, one might assume he has many
other expensive parts sitting around for the taking.
Bob Collins: sorry, but I disagree - this is not a private spat. This is a matter
of forum etiquette. Bob did something inappropriate in a public forum therefore,
the discussion belongs here as an aid to prevent future breaches.
The bottom line: you don't know the specifics of someone's life; therefore have
no right to publicly publish their information.
Jekyll
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=110064#110064
Message 14
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| Subject: | Re: Looking for Robby Knox |
Jekyll,
The stuff you describe is dark-n-scary, but the posting on Robby Knox looked a
lot more like "public shaming" which has a usefulness that is no longer practiced--instead
our prisons are full. If Mr. Knox is guilty of the commercial transgressions
that the posting alleges, and if he would like to protect his good
name, then he should either pay up or stop the scufflaw behavior--or both.
A secondary purpose of the posting is putting the general public on notice that
commercial transactions with Mr. Knox may be a risky business. This qualifies
as a public service. While such a posting may be at the outer edges of the
forum, its not totally out of school since a lot of commercial tranactions and
the reputation of many companies are discussed openly, so why are customers,
who don't pay up, not an equally fair topic. If Mr. Knox has a reasonable explanation
of why this transaction was not completed successfully and satisfactorily,
then we welcome him to speak up and I'm sure that apologies, if appropriate,
will be forthcoming in large quantities, no less, though this seems unlikely
given the reputation and care of the people making the allegation(s).
So yes, its unfortunate that anyone engages in this behavior, but if he/she does,
then public shaming and general warning both seems appropriate. However, if
anyone got a bad deal on a lawnmower, please don't post to this forum.
J.M.P.O (Just My Personal Opinion....is that a new one?)
Chuck Jensen
-----Original Message-----
From: owner-rv-list-server@matronics.com [mailto:owner-rv-list-server@matronics.com] On Behalf Of Jekyll
Sent: Monday, April 30, 2007 4:24 PM
Subject: RV-List: Re: Looking for Robby Knox
Nowhere did I mention identity theft. I talked about personal security.
-Many people spend extra money for unlisted phone numbers.
-You can have your name and number put in a phone book without the address. -Many
people use a post office box so others can't get their street address. -Government
agencies won't give out personal information. -Passwords with vendors
to protect account information with services, utilities and insurance carriers.
-Not putting your name on your mail box. -Not connecting your name and address
to your email address except with trusted parties.
These are a few of the many methods people take to protect their personal information
to help ensure their personal safety.
About 10 years ago a promising young actress was brutally murdered by a stalker
who got her address from the California DMV.
I have had to move to a new state and keep my address and telephone number secret
to avoid a credible death threat resulting from a divorce from a troubled woman.
I couldn't give my children my address or phone number for 4 years.
My current fianc fled from an abusive husband that threatened her life before I
met her. He threatened me also once we started seeing each other. We were forced
to keep our information from him.
Readily available data makes it easier to commit crimes of passion. Someone that
needs to work hard to get the data may loose the passion needed to follow through.
This is the same concept underlying waiting periods for firearms purchases.
People looking for targets to rob or to otherwise victimize, will not work any
harder than necessary. It's like the old yarn about 2 hikers who encounter an
angry bear: you don't need to outrun the bear, just be faster than the other guy.
You don't know me and I chose to keep it that way but, everyone I correspond with
off-line, from all RV forums, gets my name, address and telephone number along
with a direct request to keep it to private. Posting personal information
on a public web site is a personal choice that no one should appropriate.
Whether you know it or not, I did Bob a favor with my post. I'll bet dollars to
doughnuts that I wasn't the only person offended by the way he nonchalantly posted
a customer's personal information but, I was the only one that spoke up.
He now has the knowledge to correct his processes and notify his potential customer
base of a new policy. That action will regain my trust and, I'm sure, that
of others.
Customers are important in business but not nearly as important as the far greater
number of people that ARE NOT YET your customers. For they are where your
future lies. Bob may have sold several hundred sets of fairings (I don't know)
but his future is with the tens of thousands of RV and other type builders that
haven't yet become customers.
Posts from people looking for others pop up frequently. Most posters handle the
request with appropriate confidentiality without providing the information. All
Bob needed to do was submit a post along the lines of "Looking for Robby Knox
from Ricon GA. I can't find him at the address or telephone he supplied. Please
contact me OFF LINE with any information that might help me". By using his
web site contact information, Bob would have provided enough information for
the forum population to know it was a legitimate request. He would have gotten
the same responses, not compromised Robby's personal security and not offended
any future customers.
Now everyone knows Robby is building an RV and they have an address where he is
likely building it. Since he has bought fairing, one might assume he has many
other expensive parts sitting around for the taking.
Bob Collins: sorry, but I disagree - this is not a private spat. This is a matter
of forum etiquette. Bob did something inappropriate in a public forum therefore,
the discussion belongs here as an aid to prevent future breaches.
The bottom line: you don't know the specifics of someone's life; therefore have
no right to publicly publish their information.
Jekyll
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=110064#110064
Message 15
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| Subject: | Re: Looking for Robby Knox |
Chuck:
I agree with everything you said. I have NO issues with the public shaming or implied
black listing aspects of the post. In this regard, Mr. Knox wrote his own
future and should expect the consequences however, inclusion of his physical
address and telephone number was not needed for this purpose.
The 2000 Census shows Rincon has a population of 4376 people. I bet there is only
1 Robby Knox and if not, the sub-set of Robby Knox, RV builder, is probably
1.
The Internet is a powereful tool that can be used equally effectively for good
and bad. We all need to work to reduce, or eliminate, its uses for bad behavior.
We as POSTERS to this forum are a registered group of like-minded RV enthusiast
whereas the READERS are not.
Jekyll
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=110077#110077
Message 16
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| Subject: | Re: Amount of smooth prime to do job |
The smooth prime goes a long way. Unless your cowl is worse that mine was
, a quart should be enough.
Moral of the previous reply : STAY AWAY from plastic airplanes !!!
Bob Olds RV-4 N1191X
Charleston,Arkansas
************************************** See what's free at http://www.aol.com.
Message 17
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| Subject: | Re: Transitioning from a C172 to a RV-7A/9A |
While I normally fly Pipers, I play once in awhile with a DA-20 (and
have flown the DA-40/G1000). Using the castoring nosewheel the first
time or two was awkward, but it became intuitive after a bit. I usually
use the rudder even to full stops for small corrections (as their is
some prop wash), and lean on the brake a bit if needed. On takeoff, the
rudder quickly becomes effective enough. Just have to watch the
crosswind gusts. Works well. The DA-20 also is helpful with its
obnoxious glide ratio for energy management in landing for us RV-9
drivers to be.
Carl (RV-9A)
PS - Love your website - I am a little behind you in construction, and
your site is one of my favored "reference" sites
Message 18
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| Subject: | Re: Amount of smooth prime to do job |
Staying away from plastic planes in the RV is really quite easy...unless
they throttle back. :-)
Chuck Jensen
-----Original Message-----
From: owner-rv-list-server@matronics.com
[mailto:owner-rv-list-server@matronics.com] On Behalf Of
Oldsfolks@aol.com
Sent: Monday, April 30, 2007 7:07 PM
Subject: RV-List: Re: Amount of smooth prime to do job
The smooth prime goes a long way. Unless your cowl is worse that mine
was , a quart should be enough.
Moral of the previous reply : STAY AWAY from plastic airplanes !!!
Bob Olds RV-4 N1191X
Charleston,Arkansas
________________________________
See what's free at AOL.com
<http://www.aol.com?ncid=AOLAOF00020000000503> .
Message 19
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| Subject: | Re: Amount of smooth prime to do job |
Good one, Chuck.
Bruce
www.glasair.org
-----Original Message-----
From: owner-rv-list-server@matronics.com
[mailto:owner-rv-list-server@matronics.com] On Behalf Of Chuck Jensen
Sent: Monday, April 30, 2007 7:43 PM
Subject: RE: RV-List: Re: Amount of smooth prime to do job
Staying away from plastic planes in the RV is really quite easy...unless
they throttle back. :-)
Chuck Jensen
-----Original Message-----
From: owner-rv-list-server@matronics.com
[mailto:owner-rv-list-server@matronics.com] On Behalf Of
Oldsfolks@aol.com
Sent: Monday, April 30, 2007 7:07 PM
Subject: RV-List: Re: Amount of smooth prime to do job
The smooth prime goes a long way. Unless your cowl is worse that mine
was
, a quart should be enough.
Moral of the previous reply : STAY AWAY from plastic airplanes !!!
Bob Olds RV-4 N1191X
Charleston,Arkansas
_____
See what's free at AOL.com
<http://www.aol.com?ncid=AOLAOF00020000000503> .
href="http://www.matronics.com/Navigator?RV-List">http://www.matronics.
com/N
avigator?RV-List
href="http://forums.matronics.com">http://forums.matronics.com
Message 20
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| Subject: | Re: Looking for Robby Knox |
//Bob Collins: sorry, but I disagree - this is not a private spat. This is a
matter of forum etiquette. Bob did something inappropriate in a public forum
therefore, the discussion belongs here as an aid to prevent future breaches.
I'll give you that the RV List certainly has its quirks and the ability of
it to engage in long diatribes about global warming -- last week -- or the
role of public shaming -- this week -- is certainly one of them. But, God,
sometimes you just have to wonder if anyone talks about building and flying
RVs on the RV list anymore.
I would think if someone has "breached etiquette," a simple email to the guy
who runs the forum -- Matt Dralle -- would go a long way toward preventing a
a future breach, if that truly is the concern. He might even -- depending
on how strongly you feel -- remove the offending messages so that little
bitty future Rvers (well, itty bitty now but soon they'll grow up to be
Internet users too) don't read it and further "damage" done.
In radio, we have a very important rule. If you make a mistake --
pronounciation wise -- , just keep going. Don't stop and correct yourself
because you'll only call attention to the fact you made a mistake, and the
damage will not be lessened, it will be increased.
If anyone missed the alleged assault on Mr. Knox with the original post, it
was impossible to miss in the subsequent barrage of follow-up emails. In a
way, trying to fix the damage, only broadened it.
Ironic, ain't it? (g)
So.... How 'bout those freakin' RVs eh??
Do Not Archive
Message 21
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| Subject: | Re: Looking for Robby Knox |
"Jekyll" <rcitjh@aol.com> said ..."BAD FORM"
Jekyll - see below. So much for your concept of "personal" information.
Looks pretty "public" to me. Guess you'll have to take it up with the FAA.
FAA Registry
Name Inquiry Results
ROBERT WILLIAM KNOX JR
Street 107 PADDLEFORD DR
City RINCON State GA
County EFFINGHAM
Zip Code 31326-4900
Country USA
Medical Class: Third Medical Date: 7/2006
Certificates
1 of 2
DOI: 4/9/1995
Certificate: PRIVATE PILOT
Rating(s):
PRIVATE PILOT AIRPLANE SINGLE ENGINE LAND
Message 22
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| Subject: | Re: Looking for Robby Knox |
> So.... How 'bout those freakin' RVs eh??
>
> Do Not Archive
Hey down forget about us Rocket types.
Jack's, AKA KABONG, daughter finally after 5 years of flying got her first
Rocket ride.
She had a ball and is sorry that she didn't ask sooner.
Keep sharing the RV-Rocket experience, 140 different people now have had a
ride in my plane.
50 or so "Gray Eagles" or members of my EAA chapter
50 or so Young Eagles
20 or so members of my family
and
20 or so people who just showed up and asked for a ride. :-)
Stop by APV, Apple Valley, CA and say hello. There may be a Rocket ride in
it for you.
Tom Gummo
Apple Valley, CA
Harmon Rocket-II
Flying 309 hours, 1500 landings, millions of smiles.
do not archive
http://mysite.verizon.net/t.gummo/index.html
Message 23
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| Subject: | Re: Transitioning from a C172 to a RV-7A/9A |
When I flew a Grumman Lynx I would line up aimed at the right edge of the runway
about 500 feet away. The initial prop wash would straighten my path down the
runway without using the brakes. Then the control surfaces became more effective,
raising the front wheel a bit would require right rudder. Does the RV-XA
do the same?
do not archive
Sherman Butler
RV-7a Wings
Idaho Falls
---------------------------------
Ahhh...imagining that irresistible "new car" smell?
Check outnew cars at Yahoo! Autos.
Message 24
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After all even Van himself refers to the HRII as an RV "Derivative"...personally
I like "Rocket" better. 8*) Jack aka KABONG do not archive
>From: Tom Gummo <T.gummo@verizon.net>
>Date: 2007/04/30 Mon PM 09:08:05 CDT
>To: rv-list@matronics.com
>Subject: Re: RV-List: Re: Looking for Robby Knox
>
>> So.... How 'bout those freakin' RVs eh??
>>
>> Do Not Archive
>
>Hey down forget about us Rocket types.
>
>Jack's, AKA KABONG, daughter finally after 5 years of flying got her first Rocket
ride.
She had a ball and is sorry that she didn't ask sooner.
Message 25
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| Subject: | Re: 12v supply to stabilize avionics |
The LTC3780 IC drives the pass element MOSFETs, not the load. The
package only has to dissipate the drive power while the MOSFETs
dissipate the main power losses, which at an efficiency of 95% is less
than 9W total. In fact, with synchronous rectification, the efficiency
is probably more than 95%. MOSFETs require very little current to drive
them so the IC is probably dissipating no more than a few tens of mW so
will stay very cool. The suggested power design using this part is rated
at 5A, but merely using higher capacity MOSFETs would allow it to
provide whatever amount of power the designer wanted it to do.
The data sheet recommends it for:
Automotive Systems
Telecom Systems
DC Power Distribution Systems
High Power Battery-Operated Devices
Industrial Control
No airplanes listed, but then again nobody ever does list airplanes for
this type product - even though it clearly could be used there.
By the way, if one were to assume that all the power were supplied by
the chip alone (not possible in this case because the chip does not
include all the parts necessary for a power supply) the way to calculate
the allowable dissipation is: 100C allowable rise divided by 130 C/W =
0.769W of allowable dissipation. Which actually has nothing to do with
the amount of current it could provide, but everything to do with the
efficiency of the part in delivering useful output. For instance, if the
efficiency of our hypothetical one-chip power supply was 95% (like the
actual power supply system design) then, since we have calculated the
chip could dissipate 0.769W, we could deliver over 15W to the load - or
almost 1.25A at 12V.
The reason that no one has "thought of it long ago" is not that it
wouldn't work, which it will, but that there is not really much
necessity for this type solution. While what the suggested use for this
is one solution the original poster's problem, adding a second battery
would eliminate all of his concerns and have the added benefit of
providing that much more standby power. On the other hand, this will
weigh a whole lot less than an extra battery so if he has plenty of
capacity in a single battery for his use, this would definitely allow
him to eliminate the power brownout problem.
Dick Tasker
David Dalton wrote:
> As an electrical engineer (working on consumer electronics, not on A/C
> systems), I would not recommend this for A/C use. I'm not sure where
> you come up with 14A continuous, but that amount of current would fry
> the package in no time at all. The spec says that the unit can take a
> max temp of 125 C. Lets assume that you mount this in a temp
> controlled environment where it sees a max of 25 C ambient. The temp
> rise, as specified on the data sheet is 130C/W. At 12 volts nominal
> voltage, if you draw 1 amp, the unit will disspate 12 W. This means
> that the temp rise at the part would be 12 * 130 = 1560 degrees or
> toast. Turning this around, if you want to keep the temp below 125 C,
> with an ambient temp of 25C, you can afford a temp rise of 100C.
> Therefore 130 C/W divided by 100 C temp rise equals 1.3 Watts, which
> translates to roughly 100 mA of current.
>
> This part is designed for computers, embedded microprocessors (in cars
> maybe) or other low current applications. I don't want to rain on
> anyones parade, but if this were suitable for A/C systems, some would
> have thought of it long ago. You'd be better off spending your dollars
> on a small backup batter or a dual bus system.
>
> Best regards,
>
> D Dalton
>
> On 4/29/07, *bob mackey* <n103md@yahoo.com <mailto:n103md@yahoo.com>>
> wrote:
>
> Several asked for specs, so here they are...
>
> As Bob Nuchols surmised, this is lighter weight than
> a second battery -- 0.1 lbs plus wiring.
> It uses an Linear LTC3780.
> http://www.linear.com/pc/productDetail.jsp?navId=H0,C1,C1003,C1042,C1116,P10090
>
> The spec sheet for the 12V supply is attached.
>
> -bob mackey
>
>
>*
>
>
>*
>
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