Today's Message Index:
----------------------
1. 04:37 AM - Re: Compressor Info (Link McGarity)
2. 06:37 AM - Re: backup instrumentation/lost in EFIS (Link McGarity)
3. 06:44 AM - Re: Static/XPDR check (Rob Hunter)
4. 08:14 AM - Re: backup instrumentation/lost in EFIS (ddddsp1@juno.com)
5. 08:27 AM - Re: backup instrumentation (John Jessen)
6. 08:27 AM - Re: Compressor Info (John Jessen)
7. 08:46 AM - Re: backup instrumentation/lost in EFIS (John Jessen)
8. 12:37 PM - Re: backup instrumentation/lost in EFIS (Rick)
9. 03:27 PM - Clecoing nose of VS (Dsyvert@aol.com)
10. 03:45 PM - Re: Fuel tanks (Deems Davis)
11. 04:30 PM - Re: Clecoing nose of VS (Rene)
12. 05:11 PM - For Sale: RV-10 QB Wings and Fuselage (N4547K)
13. 05:38 PM - Re: Clecoing nose of VS (Dsyvert@aol.com)
14. 06:29 PM - Re: backup instrumentation/lost in EFIS (RV Builder (Michael Sausen))
15. 06:52 PM - Re: backup instrumentation (Deems Davis)
16. 07:36 PM - Re: Clecoing nose of VS (KiloPapa)
17. 08:17 PM - Re: backup instrumentation (Rick)
18. 08:34 PM - Re: backup instrumentation (David Maib)
19. 09:35 PM - Overhead console (Deems Davis)
20. 09:47 PM - Re: backup instrumentation (John W. Cox)
Message 1
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| Subject: | Re: Compressor Info |
--> RV10-List message posted by: Link McGarity <wv4i@bellsouth.net>
I must have final drilled several hundred holes on the HS assy skin
yesterday, and my compressor ran constantly, using a Husky air drill.
It's a Harbor Freight special, 21 gal, rated 5cfm @ 90psi supposedly. It
also takes a dedicated 120vac 15A line to run (share garage door opener
120vac svc), and/but I wanted to avoid 240vac requirement. It's loud,
and I wear ear protection (eye too of course). This is my second HF
compressor as the first one literally blew a head gasket. They use cheap
head bolts that apparently stretch (could see the lock washer split on
1st one). No recommendations here, just food for thought. You will use
your compressor a LOT during the build process. If I had extra 240vac
svc avail without calling an electrician, or dryer outlet was a little
closer, ideally I would have a well built 240vac compressor capable of
9cfm@90psi (see tool air requirements) and not (have) wasted time and
hearing on a lower end compressor. May still upgrade.
Link McGarity
#40622 HS assy
Message 2
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| Subject: | Re: backup instrumentation/lost in EFIS |
--> RV10-List message posted by: Link McGarity <wv4i@bellsouth.net>
I have thousands of hours of EFIS time, and hundreds of hours of HUD
(heads up display) time, so feel qualified to comment on this subject.
EFIS-B737/757/767/777, if it matters. HUD-AH-64A and B737-800, ditto.
Since 1987, ditto.
Commonalities, trends, frequent observations...It is easy to get "lost"
in the display and it's symbology, whether HUD or EFIS. Solution, among
others, learn what each symbol, tape, vector, everything means, how/why
it might change mode or appearance, etc., before you really need it in
day VFR, not to mention night VFR, or especially true IMC IFR flight.
This education process starts with the manual, calls to manufacturer or
other users, perhaps formalized unit specific training, etc. Do NOT try
to just "muscle" your way into using an EFIS, or any electronic display
for that matter, without a thorough understanding of what it's trying
to/should be/is telling you. If it takes a trip to Flight Safety, etc.,
to get some EFIS time in a simulator, so be it. Money well spent.
Remember, we do not have a BRS (parachute) like the Cirrus, if the
display or our brain blanks. When transitioning to a new EFIS/HUD, I
have found it helpful to initially focus attention on the display
center, i.e. pitch/roll attitude, and the basic flight info i.e.
airspeed/altitude. Then, as comfort level and proficiency level
increase, if they do, work outward to include other less critical
flight/other info. I have seen it demonstrated, repeatedly, that some
pilots, regardless of age/experience, young and old, just never become
comfortable, proficient, with electronic flight information displays,
and just should stick with round gauges. It even follows that some
pilots should stick with day VFR, out the window flying, in slower, more
forgiving airplane designs, than RV's. JFK Jr. a C172 in day VFR??
Others? I hope the analogy is clear. Find your own niche.
Training with EFIS and HUD displays, at least in military and airline
settings, nowadays, ALWAYS begins in the simulator, where the force of
the hydraulic motion servos is nothing compared to what the ground feels
like when you hit it hard. Hope this is food for everyone's thought.
Back to obscurity, and being just another poster/reader of this valuable
list/forum. Thanks to the moderator. And, sorry, but the comment re
airplane with an EFIS, but primarily flying by round airspeed/altitude
gauges, really got my attention. Humble apologies.
Link McGarity
#40622 (just a number, hi)
Message 3
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| Subject: | Static/XPDR check |
--> RV10-List message posted by: "Rob Hunter" <rwhunter@integra.net>
Marcus,
You could also try Southeast Aero in St. Augustine.
http://southeastaero.com/index.asp
Rob Hunter
40432 Elevators
Minnesota
-----Original Message-----
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Marcus Cooper
Sent: Saturday, October 07, 2006 8:37 PM
Subject: RV10-List: Static/XPDR check
--> RV10-List message posted by: "Marcus Cooper" <coop85@bellsouth.net>
I am in desperate need of getting my RV-10 IFR worthy. Does anyone know
of a good place to get the XPDR and static checks completed in South
Georgia or North Florida? I have a tentative appointment with Stark
avionics where I bought by radios, but it's not until 24 Oct and a
little far away. The guys at Macon, GA are out for 2 weeks.
Thanks,
Marcus
Do not archive
Message 4
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| Subject: | Re: backup instrumentation/lost in EFIS |
I agree with the previous comments..............at Oshkosh I was able to
see and Play with several of the EFIS brands. One thing that was very
helpful was the DECLUTTER feature some of the brands have on them. It i
s very similar to that found of several GPS units................you can
remove overlays of information from the screen to just show the BASICS
if you want. For example, if the EFIS is showing 10 instruments on the
screen..........declutter/remove all of them except ASI/ALT/COMPASS/ATTI
TUDE. Now you have only 4 things to observe and process in your brain.
As one gets used to seeing these you can slowly add in a few more at a
time. I know when I look at some of the screens people are flying beh
ind I ask myself,"What are all those numbers/arrows trying to tell me.
Keep it simple to begin with........especially in VFR we really don't n
eed to overwork the panel guages. Enjoy the view and FLY THE PLANE.
just my .02 worth.
Dean
40449
completing baffle Seals
________________________________________________________________________
<html><P>I agree with the previous comments..............at Oshkosh
I was able to see and Play with several of the EFIS brands. One t
hing that was very helpful was the DECLUTTER feature some of the brands
have on them. It is very similar to that found of several GPS unit
s................you can remove overlays of information from the screen
to just show the BASICS if you want. For example, if the EFIS is s
howing 10 instruments on the screen..........declutter/remove all of the
m except ASI/ALT/COMPASS/ATTITUDE. Now you have only 4 things to o
bserve and process in your brain. As one gets used to seeing
these you can slowly add in a few more at a time. I know wh
en I look at some of the screens people are flying behind I ask myself,"
What are all those numbers/arrows trying to tell me. Keep it
simple to begin with........especially in VFR we really don't need to o
verwork the panel guages. Enjoy the view and FLY THE PLANE.</P>
<P>just my .02 worth.</P>
<P>Dean</P>
<P>40449</P>
<P>completing baffle Seals</P>
<font face="Times-New-Roman" size="2"><br><br>______________________
__________________________________________________<br>
Visit <a href="http://www.juno.com/value">http://www.juno.com/value</a
> to sign up today!<br></font>
<pre><b><font size=2 color="#000000" face="courier new,courier">
</b></font></pre></body></html>
Message 5
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| Subject: | backup instrumentation |
Why the OP? Not many mention it. They are in my backyard and I should
really go visit.
John Jessen
#40328 (riveting tailcone - finally)
do not archive
_____
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Nick Nafsinger
Sent: Saturday, October 07, 2006 1:51 PM
Subject: RE: RV10-List: backup instrumentation
When I first started flying the company's Baron (dual Cert Cheltons) I was
constantly flying by the backup ASI and ALT. I found the Chelton had just
'too much information' on it for me to handle (coupled with learning the
whole two motor thing). Somewhere in the next 15 hours it all changed, I
can't tell you exactly when but I attribute it to getting comfortable with
the airplane and learning what button does what on the Chelton. Everything
cleared right up and now I wouldn't have it any other way, EFIS even going
through teething is IMO the only way to go. Give yourself some backups to
keep you honest and life will be grand.
Even thought we have a long ways to go, the build partner and I have (for
now) decided on Dual OP's for the Primary Flight and MFD displays. Backups
are still on the negotiation table. Whether it is Dynon, GRT, OP, or
Chelton (buy what fits YOUR needs and budget) I just can't see anyone
regretting going the EFIS route.
Nick Nafsinger
40569 emp, awaiting QB
_____
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of David McNeill
Sent: Saturday, October 07, 2006 12:53 PM
Subject: RV10-List: backup instrumentation
Took my second flight in the Glastar with the GRT Sport today. Found myself
glancing at the "backup" airspeed indicator on final. Also somewhat
distracted by all the new info that was available. Another few hours and I
will be familiar with it. Perhaps the transition to the Cheltons in the 10
will be easier.
http://www.matronics.com/contribution
Message 6
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Les, build the sound box, the storage cabinets, the shelves, put in a nice
run of air compressor hose and water traps, paint the floor, etc, etc,
because onece that puppy shows up, forget it. You'll be lucky you take time
to recognize your wife and kids!
John J
#40328 (riveting the tailcone)
do not archive
_____
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Les Kearney
Sent: Saturday, October 07, 2006 3:02 PM
Subject: RV10-List: Compressor Info
Hi
A couple of weeks ago I queried the list for compressor recommendations.
Always one to take good advice, I just purchased a Husky VT6315 from the
Home Depot Aviation Department based on the list recommendations.
After run in of the motor I decided to see how loud it really was. Using my
Radio Shack sound meter, it clocked in at 89-90db from about 3 feet away.
This seems to be consistent with what CH says about the unit and is lower
than the DB ratings on other units. Although it doesn't seem that loud, I
may build an insulated box for the unit anyway. If I do, I'll post the
before / after sound levels.
Cheers
Les
RV10 Awaiting empennage kit
Do not archive
Message 7
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| Subject: | backup instrumentation/lost in EFIS |
--> RV10-List message posted by: "John Jessen" <jjessen@rcn.com>
Link, great post. Thank you. Do not go too far into obscurity. We need
your thoughts.
John J
#40328 (riveting tailcone)
do not archive
-----Original Message-----
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Link McGarity
Sent: Sunday, October 08, 2006 6:37 AM
Subject: Re: RV10-List: backup instrumentation/lost in EFIS
--> RV10-List message posted by: Link McGarity <wv4i@bellsouth.net>
I have thousands of hours of EFIS time, and hundreds of hours of HUD (heads
up display) time, so feel qualified to comment on this subject.
EFIS-B737/757/767/777, if it matters. HUD-AH-64A and B737-800, ditto.
Since 1987, ditto.
Commonalities, trends, frequent observations...It is easy to get "lost"
in the display and it's symbology, whether HUD or EFIS. Solution, among
others, learn what each symbol, tape, vector, everything means, how/why it
might change mode or appearance, etc., before you really need it in day VFR,
not to mention night VFR, or especially true IMC IFR flight.
This education process starts with the manual, calls to manufacturer or
other users, perhaps formalized unit specific training, etc. Do NOT try to
just "muscle" your way into using an EFIS, or any electronic display for
that matter, without a thorough understanding of what it's trying to/should
be/is telling you. If it takes a trip to Flight Safety, etc., to get some
EFIS time in a simulator, so be it. Money well spent.
Remember, we do not have a BRS (parachute) like the Cirrus, if the display
or our brain blanks. When transitioning to a new EFIS/HUD, I have found it
helpful to initially focus attention on the display center, i.e. pitch/roll
attitude, and the basic flight info i.e.
airspeed/altitude. Then, as comfort level and proficiency level increase, if
they do, work outward to include other less critical flight/other info. I
have seen it demonstrated, repeatedly, that some pilots, regardless of
age/experience, young and old, just never become comfortable, proficient,
with electronic flight information displays, and just should stick with
round gauges. It even follows that some pilots should stick with day VFR,
out the window flying, in slower, more forgiving airplane designs, than
RV's. JFK Jr. a C172 in day VFR??
Others? I hope the analogy is clear. Find your own niche.
Training with EFIS and HUD displays, at least in military and airline
settings, nowadays, ALWAYS begins in the simulator, where the force of the
hydraulic motion servos is nothing compared to what the ground feels like
when you hit it hard. Hope this is food for everyone's thought.
Back to obscurity, and being just another poster/reader of this valuable
list/forum. Thanks to the moderator. And, sorry, but the comment re airplane
with an EFIS, but primarily flying by round airspeed/altitude gauges, really
got my attention. Humble apologies.
Link McGarity
#40622 (just a number, hi)
Message 8
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| Subject: | Re: backup instrumentation/lost in EFIS |
--> RV10-List message posted by: Rick <ricksked@earthlink.net>
Now the monocle on the AH-64 must have been REAL fun to get used to.
Rick S.
40185
do not archive
-----Original Message-----
>From: Link McGarity <wv4i@bellsouth.net>
>Sent: Oct 8, 2006 6:36 AM
>To: rv10-list@matronics.com
>Subject: Re: RV10-List: backup instrumentation/lost in EFIS
>
>--> RV10-List message posted by: Link McGarity <wv4i@bellsouth.net>
>
>I have thousands of hours of EFIS time, and hundreds of hours of HUD
>(heads up display) time, so feel qualified to comment on this subject.
>
>EFIS-B737/757/767/777, if it matters. HUD-AH-64A and B737-800, ditto.
>Since 1987, ditto.
>
>Commonalities, trends, frequent observations...It is easy to get "lost"
>in the display and it's symbology, whether HUD or EFIS. Solution, among
>others, learn what each symbol, tape, vector, everything means, how/why
>it might change mode or appearance, etc., before you really need it in
>day VFR, not to mention night VFR, or especially true IMC IFR flight.
>This education process starts with the manual, calls to manufacturer or
>other users, perhaps formalized unit specific training, etc. Do NOT try
>to just "muscle" your way into using an EFIS, or any electronic display
>for that matter, without a thorough understanding of what it's trying
>to/should be/is telling you. If it takes a trip to Flight Safety, etc.,
>to get some EFIS time in a simulator, so be it. Money well spent.
>Remember, we do not have a BRS (parachute) like the Cirrus, if the
>display or our brain blanks. When transitioning to a new EFIS/HUD, I
>have found it helpful to initially focus attention on the display
>center, i.e. pitch/roll attitude, and the basic flight info i.e.
>airspeed/altitude. Then, as comfort level and proficiency level
>increase, if they do, work outward to include other less critical
>flight/other info. I have seen it demonstrated, repeatedly, that some
>pilots, regardless of age/experience, young and old, just never become
>comfortable, proficient, with electronic flight information displays,
>and just should stick with round gauges. It even follows that some
>pilots should stick with day VFR, out the window flying, in slower, more
>forgiving airplane designs, than RV's. JFK Jr. a C172 in day VFR??
>Others? I hope the analogy is clear. Find your own niche.
>
>Training with EFIS and HUD displays, at least in military and airline
>settings, nowadays, ALWAYS begins in the simulator, where the force of
>the hydraulic motion servos is nothing compared to what the ground feels
>like when you hit it hard. Hope this is food for everyone's thought.
>
>Back to obscurity, and being just another poster/reader of this valuable
>list/forum. Thanks to the moderator. And, sorry, but the comment re
>airplane with an EFIS, but primarily flying by round airspeed/altitude
>gauges, really got my attention. Humble apologies.
>
>Link McGarity
>#40622 (just a number, hi)
>
>
Message 9
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| Subject: | Clecoing nose of VS |
Group,
Does anyone have any tricks on clecoing the nose of the VS? It seems a
little tight to me. I've been able to do one entire side, plus the rear ribs
and both spars of the other side but the nose ribs of the one side are tight.
My thoughts are to take every thing apart and just do the other sides ribs.
However, that is just putting off the tightness to dimpling. I am thinking
about putting a 2x4 across the nose and the back side and then using a
"come-along" to take up the slack. I'm afraid this will just dent the sheet. Any
ideas
or tricks?
Dave Syvertson
Message 10
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--> RV10-List message posted by: Deems Davis <deemsdavis@cox.net>
Yup, that's my plan.
Deems Davis # 406
Panel/Finishing
http://deemsrv10.com/
David Maib wrote:
>--> RV10-List message posted by: David Maib <dmaib@mac.com>
>
>Deems,
>Did you buy the extended range bungs to install for a return line? I have been
thinking I might use one of those for a return line.
>
>David Maib
>40559
>tailcone
>
>On Thursday, October 05, 2006, at 07:29AM, Deems Davis <deemsdavis@cox.net> wrote:
>
>
>
>>--> RV10-List message posted by: Deems Davis <deemsdavis@cox.net>
>>
>>I haven't installed them yet, (wings are stored @ airport)but here's
>>what I got to plumb a return line into one of my tanks.
>>
>>http://www.safeair1.com/index.htm
>>
>>Deems Davis # 406
>>Panel/Finishing
>>http://deemsrv10.com/
>>
>>Fred Williams, M.D. wrote:
>>
>>
>>
>>>--> RV10-List message posted by: "Fred Williams, M.D."
>>><drfred@cox-internet.com>
>>>
>>>I'm not thinking of putting a fuel injected engine on my RV, but
>>>installing a return fitting seems like a good idea. What fitting
>>>would be the best? What is typically used?
>>>Also, the book places the chapter on the bottom skin after the
>>>completion of the fuel tanks and before installation of the
>>>aileron/flap acutation systems. Are most builders putting off
>>>attaching the bottom skin until after the flaps/ailerons/acuation
>>>system is complete?
>>>Thanks.
>>>
>>>Fred
>>>
>>>Proseal is fun........it's the MEK to clean it up that's the problem.
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>
>>
>>
>>
>>
>>
>>
>
>
>
>
Message 11
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| Subject: | Clecoing nose of VS |
Here is a tip from Tim's site.
http://www.myrv10.com/tips/vstabtips.html
I did not have this info when I started and I have a dented VS to prove
it.
Rene'
801-721-6080
-----Original Message-----
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of
Dsyvert@aol.com
Sent: Sunday, October 08, 2006 4:26 PM
Subject: RV10-List: Clecoing nose of VS
Group,
Does anyone have any tricks on clecoing the nose of the VS? It seems
a
little tight to me. I've been able to do one entire side, plus the rear
ribs
and both spars of the other side but the nose ribs of the one side are
tight. My thoughts are to take every thing apart and just do the other
sides
ribs. However, that is just putting off the tightness to dimpling. I am
thinking about putting a 2x4 across the nose and the back side and then
using a "come-along" to take up the slack. I'm afraid this will just
dent
the sheet. Any ideas or tricks?
Dave Syvertson
Message 12
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| Subject: | For Sale: RV-10 QB Wings and Fuselage |
--> RV10-List message posted by: N4547K <n4547k@gmail.com>
With sadness I place my Van's RV-10 Quickbuild Wings and Fuselage kit up for
sale. QB wings arrived in 10/2004 and the QB fuse in 02/2005. Both were
inventoried and stored in our hangar and have remained otherwise untouched.
A new baby has stalled the building process and we need to sell. Items are
in the original crating but packing material was disposed of. Located in
Wichita Falls, TX. Save a little money and up to 4 months of waiting
compared to ordering from Van's! $30,000, buyer pays shipping.
Kevin Echols
N4547K at gmail.com
Message 13
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| Subject: | Re: Clecoing nose of VS |
Thanks
Message 14
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| Subject: | backup instrumentation/lost in EFIS |
--> RV10-List message posted by: "RV Builder (Michael Sausen)" <rvbuilder@sausen.net>
Link,
Welcome, and good post. I think a lot of people expect to jump into
an aircraft with an EFIS and immediately be able to go into any
conditions because of the whiz bang features that are supposed to keep
them out of trouble. As long as people remember to aviate before
anything else, they will hopefully stay out of trouble.
Oh, and there are no moderators on this list. It is 100% wide open,
community policed. Unlike someone else that has all of his forums
strictly moderated, the Matronics lists have long since proven that
these mini societies are just fine without someone imposing their ideas
of what are right or wrong.
Michael Sausen
-10 #352 State of denial (to my aircraft that is, darn cross country
move)
Do not archive
-----Original Message-----
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Link McGarity
Sent: Sunday, October 08, 2006 8:37 AM
Subject: Re: RV10-List: backup instrumentation/lost in EFIS
--> RV10-List message posted by: Link McGarity <wv4i@bellsouth.net>
I have thousands of hours of EFIS time, and hundreds of hours of HUD
(heads up display) time, so feel qualified to comment on this subject.
EFIS-B737/757/767/777, if it matters. HUD-AH-64A and B737-800, ditto.
Since 1987, ditto.
Commonalities, trends, frequent observations...It is easy to get "lost"
in the display and it's symbology, whether HUD or EFIS. Solution, among
others, learn what each symbol, tape, vector, everything means, how/why
it might change mode or appearance, etc., before you really need it in
day VFR, not to mention night VFR, or especially true IMC IFR flight.
This education process starts with the manual, calls to manufacturer or
other users, perhaps formalized unit specific training, etc. Do NOT try
to just "muscle" your way into using an EFIS, or any electronic display
for that matter, without a thorough understanding of what it's trying
to/should be/is telling you. If it takes a trip to Flight Safety, etc.,
to get some EFIS time in a simulator, so be it. Money well spent.
Remember, we do not have a BRS (parachute) like the Cirrus, if the
display or our brain blanks. When transitioning to a new EFIS/HUD, I
have found it helpful to initially focus attention on the display
center, i.e. pitch/roll attitude, and the basic flight info i.e.
airspeed/altitude. Then, as comfort level and proficiency level
increase, if they do, work outward to include other less critical
flight/other info. I have seen it demonstrated, repeatedly, that some
pilots, regardless of age/experience, young and old, just never become
comfortable, proficient, with electronic flight information displays,
and just should stick with round gauges. It even follows that some
pilots should stick with day VFR, out the window flying, in slower, more
forgiving airplane designs, than RV's. JFK Jr. a C172 in day VFR??
Others? I hope the analogy is clear. Find your own niche.
Training with EFIS and HUD displays, at least in military and airline
settings, nowadays, ALWAYS begins in the simulator, where the force of
the hydraulic motion servos is nothing compared to what the ground feels
like when you hit it hard. Hope this is food for everyone's thought.
Back to obscurity, and being just another poster/reader of this valuable
list/forum. Thanks to the moderator. And, sorry, but the comment re
airplane with an EFIS, but primarily flying by round airspeed/altitude
gauges, really got my attention. Humble apologies.
Link McGarity
#40622 (just a number, hi)
Message 15
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| Subject: | Re: backup instrumentation |
--> RV10-List message posted by: Deems Davis <deemsdavis@cox.net>
Sorry I couldn't resist jumping in on this one!
Why OP?
EFIS selection is a lot like Engine selection, it really depends upon
what your mission/requirements are. Once people have made their
decisions (and paid their money) they tend to become strongly invested
in them. (this builder included). I chose dual OP's for several reasons
but the following were the biggest. (I eliminated GRT due to their
limited bandwidth in their processor. i.e. they will not be able to
provide syn vis without a h/w and code upgrade)
1. The screens are larger and brighter than Chelton.
2. I LIKE A LOT of information available to me and the OP screens allow
for the concurrent display of : HSI, moving map, flightplan, COM/NAV
freq's, and 4 primary engine instruments ALL on a _single_ display. with
dual screens I can display a TON of information and do not require a 3rd
display to view it real time.
3. They have IFR charts integrated into their system and they are able
to display the aircraft position as the approach progresses in either
the top down or 'side' views.
The D2av guys are excellent marketeers and are doing a great job of
extending the Chelton screens into the experimental world. I OP guys
have a LOT to learn in this arena, hence your comment about 'nobody
talks about them'. They appear to be expanding in their business as they
just leased a 10,000 sq ft building to move into. and They had 4 open
positions listed on their web site that they are recruiting for.
I wanted to do and did my own wiring/installation.
http://deemsrv10.com/panellogindex.html
and
http://deemsrv10.com/album/Panel/index.html
They provide an EXCELLENT installation manual (available on their
website) which has preconfigured pinouts identified for all of the major
NAV/COM/GPS/Autopilot mfgs. The installation on my part went very well,
and their support was excellent (I got one e-mail response @ 10:45 @
night that was just sent to then 1 1/2 hours earlier!).
I'm obviously NOT flying yet, but I've 'logged' 30+ hours behind these
screens on the bench and the more time I spend with them the more I like
what I'm seeing.
I'm not affiliated with them in any way. My only (selfish) interest is
to make sure as many other RV-10 builders get exposed to them as
possible to as to increase the 'user base' which can do nothing but help
to ensure continued great support for a great product.
John Jessen wrote:
> Why the OP? Not many mention it. They are in my backyard and I should
> really go visit.
> John Jessen
> #40328 (riveting tailcone - finally)
> do not archive
>
> ------------------------------------------------------------------------
> *From:* owner-rv10-list-server@matronics.com
> [mailto:owner-rv10-list-server@matronics.com] *On Behalf Of *Nick
> Nafsinger
> *Sent:* Saturday, October 07, 2006 1:51 PM
> *To:* rv10-list@matronics.com
> *Subject:* RE: RV10-List: backup instrumentation
>
> When I first started flying the companys Baron (dual Cert Cheltons) I
> was constantly flying by the backup ASI and ALT. I found the Chelton
> had just too much information on it for me to handle (coupled with
> learning the whole two motor thing). Somewhere in the next 15 hours it
> all changed, I cant tell you exactly when but I attribute it to
> getting comfortable with the airplane and learning what button does
> what on the Chelton. Everything cleared right up and now I wouldnt
> have it any other way, EFIS even going through teething is IMO the
> only way to go. Give yourself some backups to keep you honest and life
> will be grand.
>
> Even thought we have a long ways to go, the build partner and I have
> (for now) decided on Dual OPs for the Primary Flight and MFD
> displays. Backups are still on the negotiation table. Whether it is
> Dynon, GRT, OP, or Chelton (buy what fits YOUR needs and budget) I
> just cant see anyone regretting going the EFIS route.
>
> Nick Nafsinger
>
> 40569 emp, awaiting QB
>
> ------------------------------------------------------------------------
>
> *From:* owner-rv10-list-server@matronics.com
> [mailto:owner-rv10-list-server@matronics.com] *On Behalf Of *David McNeill
> *Sent:* Saturday, October 07, 2006 12:53 PM
> *To:* rv10-list@matronics.com
> *Subject:* RV10-List: backup instrumentation
>
> Took my second flight in the Glastar with the GRT Sport today. Found
> myself glancing at the "backup" airspeed indicator on final. Also
> somewhat distracted by all the new info that was available. Another
> few hours and I will be familiar with it. Perhaps the transition to
> the Cheltons in the 10 will be easier.
>
>* *
>
>* *
>
>**
>
>**
>
>**
>
>**
>
>**
>
>**
>
>**
>
>**
>
>**
>
>*http://www.matronics.com/contribution*
>
>* *
>
>*
>
>href="http://www.matronics.com/Navigator?RV10-List">http://www.matronics.com/Navigator?RV10-List
>*
>
>*
>
>
>*
>
Message 16
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|
| Subject: | Re: Clecoing nose of VS |
I think you will find that you need to do a little bending of the
forward flange edge on the leading edge ribs at the forward point
otherwise you will dent the skin trying to force it around the points.
See Tim Olson's tips at http://www.myrv10.com/tips/gotchas.html for a
better explanation.
Kevin
40494
tail/empennage
----- Original Message -----
From: Dsyvert@aol.com
To: rv10-list@matronics.com
Sent: Sunday, October 08, 2006 3:26 PM
Subject: RV10-List: Clecoing nose of VS
Group,
Does anyone have any tricks on clecoing the nose of the VS? It
seems a little tight to me. I've been able to do one entire side, plus
the rear ribs and both spars of the other side but the nose ribs of the
one side are tight. My thoughts are to take every thing apart and just
do the other sides ribs. However, that is just putting off the tightness
to dimpling. I am thinking about putting a 2x4 across the nose and the
back side and then using a "come-along" to take up the slack. I'm afraid
this will just dent the sheet. Any ideas or tricks?
Dave Syvertson
Message 17
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|
| Subject: | Re: backup instrumentation |
--> RV10-List message posted by: Rick <ricksked@earthlink.net>
You go Deem's!!!!!!
Living the dream and not just taking Sh*t about it!!!
How was the wedding?, I'm looking over my overhead console tonight, much better
finish from Tony than Van's. Accuracy has a winner with this one.
Rick S.
40185
do not archive
-----Original Message-----
>From: Deems Davis <deemsdavis@cox.net>
>Sent: Oct 8, 2006 6:51 PM
>To: rv10-list@matronics.com
>Subject: Re: RV10-List: backup instrumentation
>
>--> RV10-List message posted by: Deems Davis <deemsdavis@cox.net>
>
>Sorry I couldn't resist jumping in on this one!
>
>Why OP?
>
>
>EFIS selection is a lot like Engine selection, it really depends upon
>what your mission/requirements are. Once people have made their
>decisions (and paid their money) they tend to become strongly invested
>in them. (this builder included). I chose dual OP's for several reasons
>but the following were the biggest. (I eliminated GRT due to their
>limited bandwidth in their processor. i.e. they will not be able to
>provide syn vis without a h/w and code upgrade)
>
>1. The screens are larger and brighter than Chelton.
>2. I LIKE A LOT of information available to me and the OP screens allow
>for the concurrent display of : HSI, moving map, flightplan, COM/NAV
>freq's, and 4 primary engine instruments ALL on a _single_ display. with
>dual screens I can display a TON of information and do not require a 3rd
>display to view it real time.
>3. They have IFR charts integrated into their system and they are able
>to display the aircraft position as the approach progresses in either
>the top down or 'side' views.
>
>
>The D2av guys are excellent marketeers and are doing a great job of
>extending the Chelton screens into the experimental world. I OP guys
>have a LOT to learn in this arena, hence your comment about 'nobody
>talks about them'. They appear to be expanding in their business as they
>just leased a 10,000 sq ft building to move into. and They had 4 open
>positions listed on their web site that they are recruiting for.
>
>I wanted to do and did my own wiring/installation.
>
>http://deemsrv10.com/panellogindex.html
>
>and
>
>http://deemsrv10.com/album/Panel/index.html
>
>They provide an EXCELLENT installation manual (available on their
>website) which has preconfigured pinouts identified for all of the major
>NAV/COM/GPS/Autopilot mfgs. The installation on my part went very well,
>and their support was excellent (I got one e-mail response @ 10:45 @
>night that was just sent to then 1 1/2 hours earlier!).
>
>I'm obviously NOT flying yet, but I've 'logged' 30+ hours behind these
>screens on the bench and the more time I spend with them the more I like
>what I'm seeing.
>
>I'm not affiliated with them in any way. My only (selfish) interest is
>to make sure as many other RV-10 builders get exposed to them as
>possible to as to increase the 'user base' which can do nothing but help
>to ensure continued great support for a great product.
>
>John Jessen wrote:
>
>> Why the OP? Not many mention it. They are in my backyard and I should
>> really go visit.
>> John Jessen
>> #40328 (riveting tailcone - finally)
>> do not archive
>>
>> ------------------------------------------------------------------------
>> *From:* owner-rv10-list-server@matronics.com
>> [mailto:owner-rv10-list-server@matronics.com] *On Behalf Of *Nick
>> Nafsinger
>> *Sent:* Saturday, October 07, 2006 1:51 PM
>> *To:* rv10-list@matronics.com
>> *Subject:* RE: RV10-List: backup instrumentation
>>
>> When I first started flying the company?s Baron (dual Cert Cheltons) I
>> was constantly flying by the backup ASI and ALT. I found the Chelton
>> had just ?too much information? on it for me to handle (coupled with
>> learning the whole two motor thing). Somewhere in the next 15 hours it
>> all changed, I can?t tell you exactly when but I attribute it to
>> getting comfortable with the airplane and learning what button does
>> what on the Chelton. Everything cleared right up and now I wouldn?t
>> have it any other way, EFIS even going through teething is IMO the
>> only way to go. Give yourself some backups to keep you honest and life
>> will be grand.
>>
>> Even thought we have a long ways to go, the build partner and I have
>> (for now) decided on Dual OP?s for the Primary Flight and MFD
>> displays. Backups are still on the negotiation table. Whether it is
>> Dynon, GRT, OP, or Chelton (buy what fits YOUR needs and budget) I
>> just can?t see anyone regretting going the EFIS route.
>>
>> Nick Nafsinger
>>
>> 40569 emp, awaiting QB
>>
>> ------------------------------------------------------------------------
>>
>> *From:* owner-rv10-list-server@matronics.com
>> [mailto:owner-rv10-list-server@matronics.com] *On Behalf Of *David McNeill
>> *Sent:* Saturday, October 07, 2006 12:53 PM
>> *To:* rv10-list@matronics.com
>> *Subject:* RV10-List: backup instrumentation
>>
>> Took my second flight in the Glastar with the GRT Sport today. Found
>> myself glancing at the "backup" airspeed indicator on final. Also
>> somewhat distracted by all the new info that was available. Another
>> few hours and I will be familiar with it. Perhaps the transition to
>> the Cheltons in the 10 will be easier.
>>
>>* *
>>
>>* *
>>
>>**
>>
>>**
>>
>>**
>>
>>**
>>
>>**
>>
>>**
>>
>>**
>>
>>**
>>
>>**
>>
>>*http://www.matronics.com/contribution*
>>
>>* *
>>
>>*
>>
>>href="http://www.matronics.com/Navigator?RV10-List">http://www.matronics.com/Navigator?RV10-List
>>*
>>
>>*
>>
>>
>>*
>>
>
>
Message 18
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| LIST | Reply to LIST Regarding this Message |
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|
| Subject: | Re: backup instrumentation |
--> RV10-List message posted by: David Maib <dmaib@mac.com>
I am not familiar with OP. Where can I get some information?
Regards,
David Maib
40559
tailcone
On Oct 8, 2006, at 8:51 PM, Deems Davis wrote:
--> RV10-List message posted by: Deems Davis <deemsdavis@cox.net>
Sorry I couldn't resist jumping in on this one!
Why OP?
EFIS selection is a lot like Engine selection, it really depends upon
what your mission/requirements are. Once people have made their
decisions (and paid their money) they tend to become strongly
invested in them. (this builder included). I chose dual OP's for
several reasons but the following were the biggest. (I eliminated GRT
due to their limited bandwidth in their processor. i.e. they will not
be able to provide syn vis without a h/w and code upgrade)
1. The screens are larger and brighter than Chelton.
2. I LIKE A LOT of information available to me and the OP screens
allow for the concurrent display of : HSI, moving map, flightplan,
COM/NAV freq's, and 4 primary engine instruments ALL on a _single_
display. with dual screens I can display a TON of information and do
not require a 3rd display to view it real time.
3. They have IFR charts integrated into their system and they are
able to display the aircraft position as the approach progresses in
either the top down or 'side' views.
The D2av guys are excellent marketeers and are doing a great job of
extending the Chelton screens into the experimental world. I OP guys
have a LOT to learn in this arena, hence your comment about 'nobody
talks about them'. They appear to be expanding in their business as
they just leased a 10,000 sq ft building to move into. and They had 4
open positions listed on their web site that they are recruiting for.
I wanted to do and did my own wiring/installation.
http://deemsrv10.com/panellogindex.html
and
http://deemsrv10.com/album/Panel/index.html
They provide an EXCELLENT installation manual (available on their
website) which has preconfigured pinouts identified for all of the
major NAV/COM/GPS/Autopilot mfgs. The installation on my part went
very well, and their support was excellent (I got one e-mail response
@ 10:45 @ night that was just sent to then 1 1/2 hours earlier!).
I'm obviously NOT flying yet, but I've 'logged' 30+ hours behind
these screens on the bench and the more time I spend with them the
more I like what I'm seeing.
I'm not affiliated with them in any way. My only (selfish) interest
is to make sure as many other RV-10 builders get exposed to them as
possible to as to increase the 'user base' which can do nothing but
help to ensure continued great support for a great product.
John Jessen wrote:
> Why the OP? Not many mention it. They are in my backyard and I
> should really go visit.
> John Jessen
> #40328 (riveting tailcone - finally)
> do not archive
>
> ----------------------------------------------------------------------
> --
> *From:* owner-rv10-list-server@matronics.com [mailto:owner-rv10-
> list-server@matronics.com] *On Behalf Of *Nick Nafsinger
> *Sent:* Saturday, October 07, 2006 1:51 PM
> *To:* rv10-list@matronics.com
> *Subject:* RE: RV10-List: backup instrumentation
>
> When I first started flying the companys Baron (dual Cert
> Cheltons) I was constantly flying by the backup ASI and ALT. I
> found the Chelton had just too much information on it for me to
> handle (coupled with learning the whole two motor thing). Somewhere
> in the next 15 hours it all changed, I cant tell you exactly when
> but I attribute it to getting comfortable with the airplane and
> learning what button does what on the Chelton. Everything cleared
> right up and now I wouldnt have it any other way, EFIS even going
> through teething is IMO the only way to go. Give yourself some
> backups to keep you honest and life will be grand.
>
> Even thought we have a long ways to go, the build partner and I
> have (for now) decided on Dual OPs for the Primary Flight and MFD
> displays. Backups are still on the negotiation table. Whether it is
> Dynon, GRT, OP, or Chelton (buy what fits YOUR needs and budget) I
> just cant see anyone regretting going the EFIS route.
>
> Nick Nafsinger
>
> 40569 emp, awaiting QB
>
> ----------------------------------------------------------------------
> --
>
> *From:* owner-rv10-list-server@matronics.com [mailto:owner-rv10-
> list-server@matronics.com] *On Behalf Of *David McNeill
> *Sent:* Saturday, October 07, 2006 12:53 PM
> *To:* rv10-list@matronics.com
> *Subject:* RV10-List: backup instrumentation
>
> Took my second flight in the Glastar with the GRT Sport today.
> Found myself glancing at the "backup" airspeed indicator on final.
> Also somewhat distracted by all the new info that was available.
> Another few hours and I will be familiar with it. Perhaps the
> transition to the Cheltons in the 10 will be easier.
>
> * *
>
> * *
>
> **
>
> **
>
> **
>
> **
>
> **
>
> **
>
> **
>
> **
>
> **
>
> *http://www.matronics.com/contribution*
>
> * *
>
> *
>
> href="http://www.matronics.com/Navigator?RV10-List">http://
> www.matronics.com/Navigator?RV10-List
> *
>
> *
>
>
> *
>
Message 19
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| LIST | Reply to LIST Regarding this Message |
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|
| Subject: | Overhead console |
--> RV10-List message posted by: Deems Davis <deemsdavis@cox.net>
The wedding was just as expected (polite and boring). But I have to mind
my manners as I have a daughter who will be exchanging vows in early
Nov. I ordered an Overhead from Tony on Wed, and it should arrive early
this week. Are you close to installing it yet? I'd love to exchange
notes with you if/when you are. Or with anybody else who's installed one
of them. (Wayne Eggerton?). I believe that it will be easier if at least
the door hinges are installed before trying to attach the console.
Experiences anybody? What swayed me in the decision was 1. Ascethitics
(?) and 2. The absurd temps here in AZ , and 3. To leave open the
possibility of Air conditioning, as we get some more pireps from those
that are flying with them.
Deems Davis # 406
Panel/Finishing
http://deemsrv10.com/
Rick wrote:
>--> RV10-List message posted by: Rick <ricksked@earthlink.net>
>
>You go Deem's!!!!!!
>
>Living the dream and not just taking Sh*t about it!!!
>
>How was the wedding?, I'm looking over my overhead console tonight, much better
finish from Tony than Van's. Accuracy has a winner with this one.
>
>Rick S.
>40185
>
>do not archive
>
>-----Original Message-----
>
>
>>From: Deems Davis <deemsdavis@cox.net>
>>Sent: Oct 8, 2006 6:51 PM
>>To: rv10-list@matronics.com
>>Subject: Re: RV10-List: backup instrumentation
>>
>>--> RV10-List message posted by: Deems Davis <deemsdavis@cox.net>
>>
>>Sorry I couldn't resist jumping in on this one!
>>
>>Why OP?
>>
>>
>>EFIS selection is a lot like Engine selection, it really depends upon
>>what your mission/requirements are. Once people have made their
>>decisions (and paid their money) they tend to become strongly invested
>>in them. (this builder included). I chose dual OP's for several reasons
>>but the following were the biggest. (I eliminated GRT due to their
>>limited bandwidth in their processor. i.e. they will not be able to
>>provide syn vis without a h/w and code upgrade)
>>
>>1. The screens are larger and brighter than Chelton.
>>2. I LIKE A LOT of information available to me and the OP screens allow
>>for the concurrent display of : HSI, moving map, flightplan, COM/NAV
>>freq's, and 4 primary engine instruments ALL on a _single_ display. with
>>dual screens I can display a TON of information and do not require a 3rd
>>display to view it real time.
>>3. They have IFR charts integrated into their system and they are able
>>to display the aircraft position as the approach progresses in either
>>the top down or 'side' views.
>>
>>
>>The D2av guys are excellent marketeers and are doing a great job of
>>extending the Chelton screens into the experimental world. I OP guys
>>have a LOT to learn in this arena, hence your comment about 'nobody
>>talks about them'. They appear to be expanding in their business as they
>>just leased a 10,000 sq ft building to move into. and They had 4 open
>>positions listed on their web site that they are recruiting for.
>>
>>I wanted to do and did my own wiring/installation.
>>
>>http://deemsrv10.com/panellogindex.html
>>
>>and
>>
>>http://deemsrv10.com/album/Panel/index.html
>>
>>They provide an EXCELLENT installation manual (available on their
>>website) which has preconfigured pinouts identified for all of the major
>>NAV/COM/GPS/Autopilot mfgs. The installation on my part went very well,
>>and their support was excellent (I got one e-mail response @ 10:45 @
>>night that was just sent to then 1 1/2 hours earlier!).
>>
>>I'm obviously NOT flying yet, but I've 'logged' 30+ hours behind these
>>screens on the bench and the more time I spend with them the more I like
>>what I'm seeing.
>>
>>I'm not affiliated with them in any way. My only (selfish) interest is
>>to make sure as many other RV-10 builders get exposed to them as
>>possible to as to increase the 'user base' which can do nothing but help
>>to ensure continued great support for a great product.
>>
>>John Jessen wrote:
>>
>>
>>
>>>Why the OP? Not many mention it. They are in my backyard and I should
>>>really go visit.
>>>John Jessen
>>>#40328 (riveting tailcone - finally)
>>>do not archive
>>>
>>>------------------------------------------------------------------------
>>>*From:* owner-rv10-list-server@matronics.com
>>>[mailto:owner-rv10-list-server@matronics.com] *On Behalf Of *Nick
>>>Nafsinger
>>>*Sent:* Saturday, October 07, 2006 1:51 PM
>>>*To:* rv10-list@matronics.com
>>>*Subject:* RE: RV10-List: backup instrumentation
>>>
>>>When I first started flying the company?s Baron (dual Cert Cheltons) I
>>>was constantly flying by the backup ASI and ALT. I found the Chelton
>>>had just ?too much information? on it for me to handle (coupled with
>>>learning the whole two motor thing). Somewhere in the next 15 hours it
>>>all changed, I can?t tell you exactly when but I attribute it to
>>>getting comfortable with the airplane and learning what button does
>>>what on the Chelton. Everything cleared right up and now I wouldn?t
>>>have it any other way, EFIS even going through teething is IMO the
>>>only way to go. Give yourself some backups to keep you honest and life
>>>will be grand.
>>>
>>>Even thought we have a long ways to go, the build partner and I have
>>>(for now) decided on Dual OP?s for the Primary Flight and MFD
>>>displays. Backups are still on the negotiation table. Whether it is
>>>Dynon, GRT, OP, or Chelton (buy what fits YOUR needs and budget) I
>>>just can?t see anyone regretting going the EFIS route.
>>>
>>>Nick Nafsinger
>>>
>>>40569 emp, awaiting QB
>>>
>>>------------------------------------------------------------------------
>>>
>>>*From:* owner-rv10-list-server@matronics.com
>>>[mailto:owner-rv10-list-server@matronics.com] *On Behalf Of *David McNeill
>>>*Sent:* Saturday, October 07, 2006 12:53 PM
>>>*To:* rv10-list@matronics.com
>>>*Subject:* RV10-List: backup instrumentation
>>>
>>>Took my second flight in the Glastar with the GRT Sport today. Found
>>>myself glancing at the "backup" airspeed indicator on final. Also
>>>somewhat distracted by all the new info that was available. Another
>>>few hours and I will be familiar with it. Perhaps the transition to
>>>the Cheltons in the 10 will be easier.
>>>
>>>* *
>>>
>>>* *
>>>
>>>**
>>>
>>>**
>>>
>>>**
>>>
>>>**
>>>
>>>**
>>>
>>>**
>>>
>>>**
>>>
>>>**
>>>
>>>**
>>>
>>>*http://www.matronics.com/contribution*
>>>
>>>* *
>>>
>>>*
>>>
>>>href="http://www.matronics.com/Navigator?RV10-List">http://www.matronics.com/Navigator?RV10-List
>>>*
>>>
>>>*
>>>
>>>
>>>*
>>>
>>>
>>>
>>
>>
>>
>>
>>
>
>
>
>
Message 20
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|
| Subject: | backup instrumentation |
--> RV10-List message posted by: "John W. Cox" <johnwcox@pacificnw.com>
Deems, your jumping in on this one is the most exciting thing since Tim
changed his view from Grand Rapids to Chelton in N104CD. For those
willing to read and consider your criteria, the choice is progressive,
well informed and cost effective. Isn't competition great?
As my vision went rapidly south after 50 to bifocals, then tri-focals at
52, this display holds a long-term investment recommendation from me. I
want to know more about the IFR charts, I am enthralled with the ideal
of a GPS feed into the display that shows current taxiway location and
relative airport movement to reduce runway incursions in low visibility.
More information is better on a glass EFIS. Makes me wonder the
capability with three OPtechs in the panel. I think that as more
builders chose to do their own wiring and use weedwacker line to
determine the runs from component to termination point, there will be a
lot of positive accolades coming your way for keeping the excitement.
The wiring can actually be a rewarding alternative from those monotonous
rivet tasks.
John Cox
40600
Do not Archive
-----Original Message-----
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of David Maib
Sent: Sunday, October 08, 2006 8:30 PM
Subject: Re: RV10-List: backup instrumentation
--> RV10-List message posted by: David Maib <dmaib@mac.com>
I am not familiar with OP. Where can I get some information?
Regards,
David Maib
40559
tailcone
On Oct 8, 2006, at 8:51 PM, Deems Davis wrote:
--> RV10-List message posted by: Deems Davis <deemsdavis@cox.net>
Sorry I couldn't resist jumping in on this one!
Why OP?
EFIS selection is a lot like Engine selection, it really depends upon
what your mission/requirements are. Once people have made their
decisions (and paid their money) they tend to become strongly
invested in them. (this builder included). I chose dual OP's for
several reasons but the following were the biggest. (I eliminated GRT
due to their limited bandwidth in their processor. i.e. they will not
be able to provide syn vis without a h/w and code upgrade)
1. The screens are larger and brighter than Chelton.
2. I LIKE A LOT of information available to me and the OP screens
allow for the concurrent display of : HSI, moving map, flightplan,
COM/NAV freq's, and 4 primary engine instruments ALL on a _single_
display. with dual screens I can display a TON of information and do
not require a 3rd display to view it real time.
3. They have IFR charts integrated into their system and they are
able to display the aircraft position as the approach progresses in
either the top down or 'side' views.
The D2av guys are excellent marketeers and are doing a great job of
extending the Chelton screens into the experimental world. I OP guys
have a LOT to learn in this arena, hence your comment about 'nobody
talks about them'. They appear to be expanding in their business as
they just leased a 10,000 sq ft building to move into. and They had 4
open positions listed on their web site that they are recruiting for.
I wanted to do and did my own wiring/installation.
http://deemsrv10.com/panellogindex.html
and
http://deemsrv10.com/album/Panel/index.html
They provide an EXCELLENT installation manual (available on their
website) which has preconfigured pinouts identified for all of the
major NAV/COM/GPS/Autopilot mfgs. The installation on my part went
very well, and their support was excellent (I got one e-mail response
@ 10:45 @ night that was just sent to then 1 1/2 hours earlier!).
I'm obviously NOT flying yet, but I've 'logged' 30+ hours behind
these screens on the bench and the more time I spend with them the
more I like what I'm seeing.
I'm not affiliated with them in any way. My only (selfish) interest
is to make sure as many other RV-10 builders get exposed to them as
possible to as to increase the 'user base' which can do nothing but
help to ensure continued great support for a great product.
John Jessen wrote:
> Why the OP? Not many mention it. They are in my backyard and I
> should really go visit.
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