Today's Message Index:
----------------------
1. 12:45 AM - What's required for IFR operation of an Experimental A/C? (Bill Reining)
2. 01:10 AM - Re: Testing 1 2 3 - Is This Thing On? Where'd Everyone Go? (Deems Davis)
3. 04:00 AM - OP Tech Acquisition (Bob Leffler)
4. 04:50 AM - Re: Testing 1 2 3 - Is This Thing On? Where'd Everyone Go? (John Jessen)
5. 04:59 AM - Re: OP Tech Acquisition (Patrick ONeill)
6. 05:36 AM - Re: Testing 1 2 3 - Is This Thing On? Where'd Everyone Go? (Wayne Edgerton)
7. 06:27 AM - Re: OP Tech Acquisition (gary)
8. 06:33 AM - Re: OP Tech Acquisition (John Jessen)
9. 06:38 AM - Re: Testing 1 2 3 - Is This Thing On? Where'd Everyone Go? (Lloyd, Daniel R.)
10. 06:38 AM - Re: What's required for IFR operation of an Experimental A/C? (Dave Saylor)
11. 06:47 AM - Re: What's required for IFR operation of an Experimental A/C? (Lloyd, Daniel R.)
12. 07:11 AM - Re: Re: OP Tech Acquisition ()
13. 07:58 AM - Re: OP Tech Acquisition (Deems Davis)
14. 08:07 AM - Re: Testing 1 2 3 - Is This Thing On? Where'd Everyone Go? (Deems Davis)
15. 08:22 AM - Re: What's required for IFR operation of an Experimental A/C? (Dj Merrill)
16. 09:11 AM - Re: Testing 1 2 3 - Is This Thing On? Where'd Everyone Go? (Matt Dralle)
17. 09:26 AM - Door ajar indicators installation documentation (Deems Davis)
18. 09:36 AM - Re: Testing 1 2 3 - Is This Thing On? Where'd Everyone Go? (Deems Davis)
19. 09:46 AM - Re: Testing 1 2 3 - Is This Thing On? Where'd Everyone Go? (Robin Marks)
20. 09:49 AM - Re: What's required for IFR operation of an Experimental A/C? (Deems Davis)
21. 09:56 AM - Corrosion in aluminum torque tube (Vernon Smith)
22. 10:00 AM - Re: Testing 1 2 3 - Is This Thing On? Where'd Everyone Go? (Tim Olson)
23. 10:06 AM - Re: OP Tech Acquisition (Tim Olson)
24. 10:09 AM - Re: Door ajar indicators installation documentation (Tim Olson)
25. 10:12 AM - Interesting comments about EFIS's in current thread on Lancair List (Tim Olson)
26. 10:13 AM - Tire Wear / Brakes (Scott Schmidt)
27. 10:23 AM - Re: Testing 1 2 3 - Is This Thing On? Where'd Everyone Go? (Rene Felker)
28. 11:11 AM - FYI - Ceiling idea using a plastic box from Radio Shack (Scott Schmidt)
29. 11:24 AM - Re: ES Airflow fuel pump questions (Tim Olson)
30. 11:39 AM - Baggage door alarm (nick@nleonard.com)
31. 11:51 AM - Re: ES Airflow fuel pump questions (Jesse Saint)
32. 11:56 AM - Re: Testing 1 2 3 - Is This Thing On? Where'd Everyone Go? (carlos)
33. 12:01 PM - Re: Baggage door alarm (Scott Schmidt)
34. 12:15 PM - Re: ES Airflow fuel pump questions (Tim Olson)
35. 12:33 PM - Re: Baggage door alarm (Tim Olson)
36. 12:50 PM - E-Mag update ()
37. 01:13 PM - Re: ES Airflow fuel pump questions (Jae Chang)
38. 01:35 PM - Re: Testing 1 2 3 - Is This Thing On? Where'd Everyone Go? (RV Builder (Michael Sausen))
39. 01:41 PM - Re: Testing 1 2 3 - Is This Thing On? Where'd Everyone Go? (MauleDriver)
40. 01:50 PM - Re: What's required for IFR operation of an Experimental A/C? (Patrick Thyssen)
41. 01:52 PM - Control stick freq flip/flop (Deems Davis)
42. 01:53 PM - Re: ES Airflow fuel pump questions (BPA)
43. 02:10 PM - Re: FYI - Ceiling idea using a plastic box from Radio Shack (Vernon Smith)
44. 02:11 PM - Re: Control stick freq flip/flop (Tim Olson)
45. 02:20 PM - Re: OP Tech Acquisition (gary)
46. 02:37 PM - Re: Control stick freq flip/flop (Robin Marks)
47. 02:57 PM - Re: OP Tech Acquisition (Tim Olson)
48. 03:05 PM - Re: E-Mag update (Patrick ONeill)
49. 03:15 PM - Re: OP Tech Acquisition (RV Builder (Michael Sausen))
50. 03:31 PM - Re: Baggage door alarm (Ted)
51. 03:39 PM - Re: OP Tech Acquisition (SteinAir, Inc.)
52. 04:35 PM - Re: Flap switch install? (JSMcGrew@aol.com)
53. 06:44 PM - Re: Control stick freq flip/flop (GenGrumpy@aol.com)
54. 07:31 PM - Re: Baggage door alarm (John W. Cox)
55. 07:50 PM - Tough nut on SD-20 (Sheldon Olesen)
56. 08:03 PM - FW: [LML] New Avionics (John W. Cox)
57. 08:06 PM - FW: [LML] New Avionics (John W. Cox)
58. 08:06 PM - Re: OP Tech Acquisition (gary)
59. 08:12 PM - What engine would you buy? (John W. Cox)
60. 08:31 PM - Re: Interesting comments about EFIS's in current thread on Lancair List (Richard Sipp)
61. 08:51 PM - Re: Tough nut on SD-20 (Deems Davis)
62. 09:10 PM - Re: What's required for IFR operation of an Experimental A/C? (Kelly McMullen)
Message 1
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| Subject: | What's required for IFR operation of an Experimental A/C? |
I had a discussion tonight after our monthly EAA chapter meeting with another builder
about glass panels and backup steam gauges. He had heard that the major
reason folks put in backup steam gauges (e.g. analog airspeed, altimeter and
horizon) is: they are a relatively inexpensive way to obtain some TSO'd instruments.
Why TSO? Because they have demonstrated compliance to various specs
necessary for IFR qualification. On the other hand, the various glass EFIS are
not certified, thus have no credentials to prove they can meet IFR specs. It's
not that they have to be certified, just that one has to be able to show that
certain important instruments meet IFR requirements (whatever that might be...
accuracy? stability?) Well anyway, does any of this make sense? Perhaps
a better question: are there really any requirements that must be met before
an Experimental category aircraft can fly IFR?
--------
Bill (and Jon) Reining
40514
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=130414#130414
Message 2
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| Subject: | Re: Testing 1 2 3 - Is This Thing On? Where'd Everyone Go? |
Neil, you need to show everyone a picture of your paint job. I think it
will ad 30 kts to your top end !
Deems
neil wrote:
>
> Busy busy busy finishing off as well. All painted at last.
>
> BUT
>
> DEFINITELY should have got Stein to do the panel - never again! I'm
> sure I got ET on the RT, and the BBC on my EFIS.
>
> DAR next Tuesday! Then we'll know how much we've got to redo like a dodo.
>
> Neil
>
> ZK - RVT
> On 23 Aug 2007, at 14:19, Deems Davis wrote:
>
>>
>> Many people have noticed and commented about the decrease in traffic
>> on this list. I suppose some of it's due to folks squeezing in the
>> last bit of summer vacation, but with over 750 RV-10 builder/fliers
>> the amount of traffic has decreased inversely proportional to the
>> increase in builder numbers ?????? Whats up with that? I'd be
>> interested in understanding what's behind the decrease.
>> Matt are the number of subscribers decreasing or has the bulk of the
>> population moved to the lurker category?
>> I know that when I began my build I was a bit intimidated by those
>> 'experts' that were much further along than I (and therefore
>> 'experts') and was a little reluctant to post at 1st. I believe that
>> this list and the knowledge and expertise of the individuals that are
>> subscribed are the single biggest Boone to my building experience.
>> I'd hate to see it wither up and die.
>> Perhaps there are some that get offended by some of the stronger
>> personalities, I hope not, I figure if I can withstand Rick Sked
>> poking fun at my spelling, that anyone can survive on the list. :-P
>> I get some inquiries from people 'off-list' which I'm happy to reply
>> to, but I learn as much from others exchanges as from my own
>> inquiries, I'd encourage folks to use the list and the experience for
>> the widest benefit (Let's burn some of Matt's bandwidth!)
>>
>> Now if I can just get the maze of wire behind my panel
>> untangled.......should have used Stein!
>>
>> Deems Davis # 406
>> 'Its all done....Its just not put together'
>> http://deemsrv10.com/
>>
>>
>>
>>
>>
>
>
Message 3
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| Subject: | OP Tech Acquisition |
Deems, Gary, et al,
So is the acquisition of Op Technologies by Aerosonics good or bad? Or is
it too early to tell? Just curious...........
I would use Stein for my panel too, but since I'm still stuck on elevators
at the moment, it's a ways off.
bob
Message 4
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| Subject: | Testing 1 2 3 - Is This Thing On? Where'd Everyone Go? |
Deems, et. al.
I've stopped building for awhile, so I, for one, have not much to say that I
feel can contribute.
Plus, what there is about which I can confidently express an opinion is
rather small, since I've not gotten past chapter 12. I became very aware of
opinions on this list that were being put out there with authority and
knowledge that just had to make you wonder, and it made me stop and think if
I truly had the requisite knowledge to make "helpful" suggestions from a
wealth of past experience and training. That's a cop-out to some extent, of
course. We're all learning together. But for me, to make a pronouncement,
I need to ensure that I am well researched enough and thoughtful in the
reply that those reading it who have even less knowledge are not led astray.
That means taking the time to research the topic (the EFIS posts are one
example of a very complex discussion), careful in how one writes about it,
and who's got that degree of time, all the time? Sometimes you just have to
go for a hike and get out of the shop.
Another reason, I think, is that the number of excellent websites is to such
a point that most of the questions and answers can be found in them, and
then their's Tim's compendium. Web sites are also an interesting
phenomenon. There were a couple times when people actually cited what I
did, described and pictured on my web site as the way to do x, y or z. It
was complimentary that anyone was even logging on, but it sure made me think
about the responsibility people have who are taking the time to document and
publish their progress.
All of this takes time, this conversation stuff on the web, and life's just
too busy and precious for some. Why not read the manual, look at the web
sites you think are informative, build the thing, have Stein or others do
your panel for you, have Marty do the engine, get your EAA chapter fellows
who've been there before to help you install it...in short, get it flying
and then one day, viola, you announce on the site that you're done, and no
one has ever heard of you before. I personally think that's sad. But, I'm
in it for the "education" and camaraderie, so I continue to read the emails
religiously, just haven't much to say.
John Jessen
328
-----Original Message-----
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Deems Davis
Sent: Wednesday, August 22, 2007 9:20 PM
Subject: Re: RV10-List: Testing 1 2 3 - Is This Thing On? Where'd Everyone
Go?
Many people have noticed and commented about the decrease in traffic on this
list. I suppose some of it's due to folks squeezing in the last bit of
summer vacation, but with over 750 RV-10 builder/fliers the amount of
traffic has decreased inversely proportional to the increase in builder
numbers ?????? Whats up with that? I'd be interested in understanding what's
behind the decrease.
Matt are the number of subscribers decreasing or has the bulk of the
population moved to the lurker category?
I know that when I began my build I was a bit intimidated by those 'experts'
that were much further along than I (and therefore 'experts') and was a
little reluctant to post at 1st. I believe that this list and the knowledge
and expertise of the individuals that are subscribed are the single biggest
Boone to my building experience. I'd hate to see it wither up and die.
Perhaps there are some that get offended by some of the stronger
personalities, I hope not, I figure if I can withstand Rick Sked poking fun
at my spelling, that anyone can survive on the list. :-P I get some
inquiries from people 'off-list' which I'm happy to reply to, but I learn as
much from others exchanges as from my own inquiries, I'd encourage folks to
use the list and the experience for the widest benefit (Let's burn some of
Matt's bandwidth!)
Now if I can just get the maze of wire behind my panel
untangled.......should have used Stein!
Deems Davis # 406
'Its all done....Its just not put together'
http://deemsrv10.com/
Message 5
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| Subject: | OP Tech Acquisition |
Hmmm... I'm hoping "good" since I ordered mine 5 weeks ago. But I don't
know enough about the deal or Aerosonics to say. When did this occur?
Best Regards,
Patrick Oneill
#40715
-----Original Message-----
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Bob Leffler
Sent: Thursday, August 23, 2007 3:59 AM
Subject: RV10-List: OP Tech Acquisition
Deems, Gary, et al,
So is the acquisition of Op Technologies by Aerosonics good or bad? Or is
it too early to tell? Just curious...........
I would use Stein for my panel too, but since I'm still stuck on elevators
at the moment, it's a ways off.
bob
Message 6
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| Subject: | Re: Testing 1 2 3 - Is This Thing On? Where'd Everyone Go? |
Hell I thought everyone made there 10's a trail dragger not just me :>}
I'll add a little bit to the mix to help fill up Matt's band width. I'm
now official, I have flown off my 40 hours. I thought once you got into
the cockpit that you were done but boy you find, or at least I have, a
whole lot of other issues have to be dealt with. Maybe others didn't run
into some of the things I did, but I'll list a few of them.
I purchased my engine from Aero in Canada. They are really great people
to work with and after talking to quite a few builders I find out they
have a much better warranty policy than some. As an example, Mattituck
engines warranty starts I believe when you receive the engine. I know of
two RV builders who aren't finished yet and there warranty has or is
about to expire because of time. On my Aero engine the warranty didn't
start until my first flight. Also I bought a new engine from them, one
that they built up from certified parts, and I have 3 years warranty.
The warranty when you buy a new Lycoming certified engine, per what I've
been told, is only 2 years.
Anyway to my point on debugging problems. On my first flight my left
magneto decided to go to magneto heaven. So I was down for awhile
awaiting a new mag from Aero. They shipped it right out but I had to get
it installed and timed. I forgot to say that I have Lasar electronic
ignition. We timed up the system, actually I use we loosely since I'm
not very experienced with this type of thing and had to recruit help.
Ron Grover and Danny King helped me. Anyway I've been chasing now a 200
mag drop on run-up and trying to figure out what the problem is. It's a
uniform mag drop between the mags. If I lean out the mixture on run-up
the mag drop goes to the normal tolerance.
First someone suggested leaning out the idle mixture, which really has
no effect on the mixture at 1700 rpm. No cigar. Then someone said I
should switch to fine wire plugs and that would solve the problem but
after nearly $800 still no cigar. The thought then was that the fuel
servo was not calibrated correctly so Aero sent me a new one, which I
then installed. No cigar again. I tested in the air while running at 23
sq turning just to one magneto and then the other magneto. I had little
or no mag drop. Anyway after all of that I'm still chasing this issue. I
keep coming back to when we timed it, but we did it twice, per their
instructions. So that's one of my issues.
Not to bore you too much but I'll give you another just to help Matt out
:>} I have dual Chelton's installed with the Free Flight 1201 certified
WAAS GPS receiver to drive them. From the beginning I wasn't able to get
into what Chelton calls Ground Maintenance Mode (GMM). You have to
insert a Smart Card and then power up the unit and it boots up in a mode
that allows you to go in and configure the units to match your
configurations and parameters, i.e. equipment, speeds etc. We chased
that for quite awhile thinking somehow I had bad Smartcards or I was a
dummy putting them in wrong, that maybe was a good guess :>} but anyway
it was concluded that somehow the database for the units was corrupted
and wouldn't allow me to go into GMM. I worked with a couple fellows at
Chelton, Mike and Robert, on this, they are really a couple of good guys
and very patient and knowledgeable, and they e-mailed me a new set of
software and by using DOS commands with a keyboard attached to the
Chelton, we were able to load this software into the units and the units
would now come up in GMM. OK so far but new problem, now I had no GPS
into the units from the Free Flight GPS.
I flew my next four flights using a sectional and following VOR radials,
I have some steam gauges also. I guess I needed the practice anyway.
Well it was finally determined, after I talked to Stein on a Sunday
morning, that they have two version of their software a regular version
-2 and one for people who have a Free Flight GPS, like me -8. You
guessed it, they had mistakenly sent me the wrong one. I loaded that
version and am now back in the GPS business. I now have to upgrade to
the latest version, which is 6.0A16-8 where the 8 means for the Free
Flight.
Anyway you get the point that you are, or at least I have been,
presented with a whole new set of issues you have to deal with, however
I have to say that being flying they aren't quite as frustrating as when
I was in total build mode wanting to be flying.
I'm in TX and I have a hangar on an airpark just north of Fort Worth,
Propwash Airpark. If any of you other 10 builders are coming to the area
and would like to have a ride let me know. I'm going into paint on Sept
6th so I'm probably out of business for Sept.
OK Matt is that enough now :>}
Wayne Edgerton #40336
N602WT flying
Message 7
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| Subject: | OP Tech Acquisition |
Too early to tell yet. I go down to Stein this afternoon to do an
operations check on the nav and com equipment. I guess we will see if we
are orphans or the beginning of something capable of competing with Garmin
et al.
Gary
40274
-----Original Message-----
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Bob Leffler
Sent: Thursday, August 23, 2007 5:59 AM
Subject: RV10-List: OP Tech Acquisition
Deems, Gary, et al,
So is the acquisition of Op Technologies by Aerosonics good or bad? Or is
it too early to tell? Just curious...........
I would use Stein for my panel too, but since I'm still stuck on elevators
at the moment, it's a ways off.
bob
Message 8
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| Subject: | OP Tech Acquisition |
Taking a look at their website leaves one wondering if they are a big player
at all. Maybe for the military?
-----Original Message-----
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of gary
Sent: Thursday, August 23, 2007 8:25 AM
Subject: RE: RV10-List: OP Tech Acquisition
Too early to tell yet. I go down to Stein this afternoon to do an
operations check on the nav and com equipment. I guess we will see if we
are orphans or the beginning of something capable of competing with Garmin
et al.
Gary
40274
-----Original Message-----
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Bob Leffler
Sent: Thursday, August 23, 2007 5:59 AM
Subject: RV10-List: OP Tech Acquisition
Deems, Gary, et al,
So is the acquisition of Op Technologies by Aerosonics good or bad? Or is
it too early to tell? Just curious...........
I would use Stein for my panel too, but since I'm still stuck on elevators
at the moment, it's a ways off.
bob
Message 9
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| Subject: | Testing 1 2 3 - Is This Thing On? Where'd Everyone Go? |
I will be taking all kinds of pictures tomorrow, once we get it fitted
up, and I finally get to install my $500 worth of Mil-Spec fasteners,
they have been sitting on the bench just begging to be put in.
Oh and I get to fly two additional RV10 Subaru builders, you guys better
watch out because we are multiplying!
Dan
N289DT RV10E Flying
"Counting the days to my "free" Ice Cream Sundae in Arizona!"
-----Original Message-----
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Deems Davis
Sent: Wednesday, August 22, 2007 10:24 PM
Subject: Re: RV10-List: Testing 1 2 3 - Is This Thing On? Where'd
Everyone Go?
Lloyd tell us more about your CF cowl!?!?!
Inquiring minds want to know!
(maybe I'll be tempted by yet another time exhausting mod!)
Deems Davis # 406
'Its all done....Its just not put together'
http://deemsrv10.com/
Lloyd, Daniel R. wrote:
<LloydDR@wernerco.com>
>
> Maybe we should talk about alternative engines? GRIN. Going down to
> Florida tomorrow to mount my new carbon fiber cowl. Should loose a
> couple more pounds, just where I don't need to!
> Dan
> N289DT RV10E
>
> -----Original Message-----
> From: owner-rv10-list-server@matronics.com
> [mailto:owner-rv10-list-server@matronics.com] On Behalf Of gary
> Sent: Wednesday, August 22, 2007 9:47 PM
> To: rv10-list@matronics.com
> Subject: RE: RV10-List: Testing 1 2 3 - Is This Thing On? Where'd
> Everyone Go?
>
>
>
> I was wondering too what had happened. Where is everyone, building?
>
> Gary
> 40274
>
>
> -----Original Message-----
> From: owner-rv10-list-server@matronics.com
> [mailto:owner-rv10-list-server@matronics.com] On Behalf Of Matt Dralle
> Sent: Wednesday, August 22, 2007 8:37 PM
> To: rv10-list@matronics.com
> Subject: RV10-List: Testing 1 2 3 - Is This Thing On? Where'd Everyone
> Go?
>
>
>
> Um, what kind of primer should I use?
>
> Why doesn't the RV-10 come in a tailwheel model so the real men would
be
> able to fly them?
>
> :-)
> :-)
>
> That should get some discussions going again!
>
> Matt
>
>
> Matt G Dralle | Matronics | PO Box 347 | Livermore | CA | 94551
> 925-606-1001 V | 925-606-6281 F | dralle@matronics.com Email
> http://www.matronics.com/ WWW | Featuring Products For Aircraft
>
>
>
Message 10
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| Subject: | What's required for IFR operation of an Experimental A/C? |
My understanding, after much debate and analysis, is that TSO'd or otherwise
"approved" instruments are not required for IFR flight in amatuer built
aircraft. The popular experimental EFIS systems can be used legally without
gyro/pitot/static backups. Whether that's a good idea or not is another
question.
Dave Saylor
AirCrafters LLC
140 Aviation Way
Watsonville, CA
831-722-9141
831-750-0284 CL
www.AirCraftersLLC.com
-----Original Message-----
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Bill Reining
Sent: Thursday, August 23, 2007 12:44 AM
Subject: RV10-List: What's required for IFR operation of an Experimental
A/C?
I had a discussion tonight after our monthly EAA chapter meeting with
another builder about glass panels and backup steam gauges. He had heard
that the major reason folks put in backup steam gauges (e.g. analog
airspeed, altimeter and horizon) is: they are a relatively inexpensive way
to obtain some TSO'd instruments. Why TSO? Because they have demonstrated
compliance to various specs necessary for IFR qualification. On the other
hand, the various glass EFIS are not certified, thus have no credentials to
prove they can meet IFR specs. It's not that they have to be certified,
just that one has to be able to show that certain important instruments meet
IFR requirements (whatever that might be... accuracy? stability?) Well
anyway, does any of this make sense? Perhaps a better question: are there
really any requirements that must be met before an Experimental category
aircraft can fly IFR?
--------
Bill (and Jon) Reining
40514
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=130414#130414
Message 11
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| Subject: | What's required for IFR operation of an Experimental A/C? |
There is a good article several years ago in Sport Aviation about what
is and is not required for IFR in Experimentals, I will look for it
tonight and send it to you.
Dan
N289DT RV10E Flying
-----Original Message-----
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Bill Reining
Sent: Thursday, August 23, 2007 3:44 AM
Subject: RV10-List: What's required for IFR operation of an Experimental
A/C?
I had a discussion tonight after our monthly EAA chapter meeting with
another builder about glass panels and backup steam gauges. He had
heard that the major reason folks put in backup steam gauges (e.g.
analog airspeed, altimeter and horizon) is: they are a relatively
inexpensive way to obtain some TSO'd instruments. Why TSO? Because
they have demonstrated compliance to various specs necessary for IFR
qualification. On the other hand, the various glass EFIS are not
certified, thus have no credentials to prove they can meet IFR specs.
It's not that they have to be certified, just that one has to be able to
show that certain important instruments meet IFR requirements (whatever
that might be... accuracy? stability?) Well anyway, does any of this
make sense? Perhaps a better question: are there really any
requirements that must be met before an Experimental category aircraft
can fly IFR?
--------
Bill (and Jon) Reining
40514
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=130414#130414
Message 12
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| Subject: | Re: OP Tech Acquisition |
CLEARWATER, Fla. -- August 22, 2007 -- Aerosonic Corporation (AMEX:AIM), a leading
supplier of precision flight products for commercial, business and military
aircraft, announced today that the Company has purchased 100% of the outstanding
stock of Op Technologies, Inc. ("Op"), an Oregon-based developer and manufacturer
of cockpit glass display solutions.
Op currently produces a series of cockpit display solutions for experimental general
aviation, including the Pegasus Integrated Avionics System. Op has also
been developing similar products for FAA-certified aircraft.
"The addition of Op Technologies' expertise and products to our company will allow
us to compete on a larger scale across a wider number of aircraft models,
and this transaction creates a path for meaningful revenue growth and reduces
our cost and time to market for a family of products that addresses a significant
component of our strategic plan," stated David Baldini, Aerosonic's Chairman,
President and Chief Executive Officer. "We believe that this transaction will
establish a new platform for future growth and will allow us to better serve
our present and future customers."
Aerosonic Corporation, headquartered in Clearwater, Florida, is principally engaged in the manufacture of aviation products. Locations of the Company include Clearwater, Florida and Earlysville, Virginia. For additional information, visit the Companys website at www.aerosonic.com.
This document contains statements that constitute "forward-looking" statements
within the meaning of the Securities Act of 1933 and the Securities Act of 1934,
as amended by the Private Securities Litigation Reform Act of 1995. "Forward-looking"
statements contained in this document include the intent, belief or
current expectations of the Company and its senior management team with respect
to future actions by officers and directors of the Company, prospects of the
Company's operations, profits from future operations, overall future business
prospects and long term stockholder value, as well as the assumptions upon which
such statements are based.
Investors are cautioned that any such forward-looking statements are not guarantees
of future performance, and that actual results may differ materially from
those contemplated by such forward-looking statements. Important factors currently
known to management that could cause actual results to differ materially
from those contemplated by the forward-looking statements in this document include,
but are not limited to, adverse developments with respect to the resolution
of current stockholder litigation, adverse developments involving operations
of the Company's business units, failure to meet operating objectives or to
execute the business plan, and the failure to reach revenue or profit projections.
The Company undertakes no obligation to update or revise the forward-looking
statements contained in this document to reflect changed assumptions, the
occurrence of unanticipated events, or changes to future operating results over
time.
>
> From: "Patrick ONeill" <poneill@irealms.com>
> Date: 2007/08/23 Thu AM 07:09:23 EST
> To: <rv10-list@matronics.com>
> Subject: RE: RV10-List: OP Tech Acquisition
>
>
> Hmmm... I'm hoping "good" since I ordered mine 5 weeks ago. But I don't
> know enough about the deal or Aerosonics to say. When did this occur?
>
> Best Regards,
> Patrick Oneill
> #40715
>
> -----Original Message-----
> From: owner-rv10-list-server@matronics.com
> [mailto:owner-rv10-list-server@matronics.com] On Behalf Of Bob Leffler
> Sent: Thursday, August 23, 2007 3:59 AM
> To: rv10-list@matronics.com
> Subject: RV10-List: OP Tech Acquisition
>
>
>
> Deems, Gary, et al,
>
> So is the acquisition of Op Technologies by Aerosonics good or bad? Or is
> it too early to tell? Just curious...........
>
> I would use Stein for my panel too, but since I'm still stuck on elevators
> at the moment, it's a ways off.
>
> bob
>
>
>
>
>
>
>
>
>
>
Message 13
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| Subject: | Re: OP Tech Acquisition |
I don't know, My guess is that they want to continue to support the EXP
market as thats the ONLY source for revenue for OP at the moment. As
all mergers/acquisitions go ultimately it depends on how its managed. Op
was growing and expanding at the time. (their prices were increasing as
well!).There major focus this past year has been certification of their
10 inch product for the Cirus retro fit market. Its got all of the
function that the G1000 has (minus the same functions that we have in
the EXP product, syn vis, HITS, etc). Some of the things they are
putting in the certified product have found their way into the EXP
product recently (XM weather, e.g) and talking to Darren, they have a
list of others they want to move as well.
Deems Davis # 406
'Its all done....Its just not put together'
http://deemsrv10.com/
Now if only I could find an 'affordable' FLIR camera...........
Message 14
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| Subject: | Re: Testing 1 2 3 - Is This Thing On? Where'd Everyone Go? |
re: Free Ice Cream Sunday in AZ, You must be referring to some OTHER
bet !!!
Hell, if that Subie makes it all the way to AZ, I'll buy you a Banana Split!
Do not archive
Deems
Lloyd, Daniel R. wrote:
>
> I will be taking all kinds of pictures tomorrow, once we get it fitted
> up, and I finally get to install my $500 worth of Mil-Spec fasteners,
> they have been sitting on the bench just begging to be put in.
> Oh and I get to fly two additional RV10 Subaru builders, you guys better
> watch out because we are multiplying!
> Dan
> N289DT RV10E Flying
> "Counting the days to my "free" Ice Cream Sundae in Arizona!"
>
> -----Original Message-----
> From: owner-rv10-list-server@matronics.com
> [mailto:owner-rv10-list-server@matronics.com] On Behalf Of Deems Davis
> Sent: Wednesday, August 22, 2007 10:24 PM
> To: rv10-list@matronics.com
> Subject: Re: RV10-List: Testing 1 2 3 - Is This Thing On? Where'd
> Everyone Go?
>
>
> Lloyd tell us more about your CF cowl!?!?!
>
> Inquiring minds want to know!
>
> (maybe I'll be tempted by yet another time exhausting mod!)
>
> Deems Davis # 406
> 'Its all done....Its just not put together'
> http://deemsrv10.com/
>
> Lloyd, Daniel R. wrote:
>
>>
> <LloydDR@wernerco.com>
>
>> Maybe we should talk about alternative engines? GRIN. Going down to
>> Florida tomorrow to mount my new carbon fiber cowl. Should loose a
>> couple more pounds, just where I don't need to!
>> Dan
>> N289DT RV10E
>>
>> -----Original Message-----
>> From: owner-rv10-list-server@matronics.com
>> [mailto:owner-rv10-list-server@matronics.com] On Behalf Of gary
>> Sent: Wednesday, August 22, 2007 9:47 PM
>> To: rv10-list@matronics.com
>> Subject: RE: RV10-List: Testing 1 2 3 - Is This Thing On? Where'd
>> Everyone Go?
>>
>>
>>
>> I was wondering too what had happened. Where is everyone, building?
>>
>> Gary
>> 40274
>>
>>
>> -----Original Message-----
>> From: owner-rv10-list-server@matronics.com
>> [mailto:owner-rv10-list-server@matronics.com] On Behalf Of Matt Dralle
>> Sent: Wednesday, August 22, 2007 8:37 PM
>> To: rv10-list@matronics.com
>> Subject: RV10-List: Testing 1 2 3 - Is This Thing On? Where'd Everyone
>> Go?
>>
>>
>>
>> Um, what kind of primer should I use?
>>
>> Why doesn't the RV-10 come in a tailwheel model so the real men would
>>
> be
>
>> able to fly them?
>>
>> :-)
>> :-)
>>
>> That should get some discussions going again!
>>
>> Matt
>>
>>
>>
>> Matt G Dralle | Matronics | PO Box 347 | Livermore | CA | 94551
>> 925-606-1001 V | 925-606-6281 F | dralle@matronics.com Email
>> http://www.matronics.com/ WWW | Featuring Products For Aircraft
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>
>
>
Message 15
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| Subject: | Re: What's required for IFR operation of an Experimental A/C? |
Bill Reining wrote:
> specs. It's not that they have to be certified, just that one has to be able
to show that certain important instruments meet IFR requirements (whatever that
might be... accuracy? stability?) Well anyway, does any of this make sense?
Perhaps a better question: are there really any requirements that must be
met before an Experimental category aircraft can fly IFR?
>
>
Hi Bill,
Here is my rambling on the topic if you are interested:
<http://econ.duke.edu/~deej/sportsman/tso.html>
-Dj
--
Dj Merrill - N1JOV
Glastar Sportsman 2+2 Builder #7118 N421DJ
http://econ.duke.edu/~deej/sportsman/
"Many things that are unexplainable happen during the construction of an
airplane." --Dave Prizio, 30 Aug 2005
Message 16
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| Subject: | Re: Testing 1 2 3 - Is This Thing On? Where'd Everyone |
Go?
At 07:19 PM 8/22/2007 Wednesday, you wrote:
>Matt are the number of subscribers decreasing or has the bulk of the population
moved to the lurker category?
RV10-List subscriptions continue to grow daily. I think everyone was just busy
working on their projects.
Matt Dralle
List Admin
Matt G Dralle | Matronics | PO Box 347 | Livermore | CA | 94551
925-606-1001 V | 925-606-6281 F | dralle@matronics.com Email
http://www.matronics.com/ WWW | Featuring Products For Aircraft
Message 17
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| Subject: | Door ajar indicators installation documentation |
I have the parts that van's sent which monitor the closing of the doors.
However for the life of me, I can't locate any instructions/drawings to
accompany the installation. I checked Van's website, and nothing there,
Anybody have a copy they could scan and e-mail to me?
Deems Davis # 406
'Its all done....Its just not put together'
http://deemsrv10.com/
Message 18
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| Subject: | Re: Testing 1 2 3 - Is This Thing On? Where'd Everyone Go? |
Great post Wayne and some good insight on what kind of things to expect
during Phase 1.
Thanks .
Can't wait to see painted pics!
Deems Davis # 406
'Its all done....Its just not put together'
http://deemsrv10.com/
Wayne Edgerton wrote:
> Hell I thought everyone made there 10's a trail dragger not just me :>}
>
> I'll add a little bit to the mix to help fill up Matt's band width.
> I'm now official, I have flown off my 40 hours. I thought once you got
> into the cockpit that you were done but boy you find, or at least I
> have, a whole lot of other issues have to be dealt with. Maybe others
> didn't run into some of the things I did, but I'll list a few of them.
>
> I purchased my engine from Aero in Canada. They are really great
> people to work with and after talking to quite a few builders I find
> out they have a much better warranty policy than some. As an example,
> Mattituck engines warranty starts I believe when you receive the
> engine. I know of two RV builders who aren't finished yet and there
> warranty has or is about to expire because of time. On my Aero engine
> the warranty didn't start until my first flight. Also I bought a new
> engine from them, one that they built up from certified parts, and I
> have 3 years warranty. The warranty when you buy a new Lycoming
> certified engine, per what I've been told, is only 2 years.
>
> Anyway to my point on debugging problems. On my first flight my left
> magneto decided to go to magneto heaven. So I was down for awhile
> awaiting a new mag from Aero. They shipped it right out but I had to
> get it installed and timed. I forgot to say that I have Lasar
> electronic ignition. We timed up the system, actually I use we loosely
> since I'm not very experienced with this type of thing and had to
> recruit help. Ron Grover and Danny King helped me. Anyway I've been
> chasing now a 200 mag drop on run-up and trying to figure out what the
> problem is. It's a uniform mag drop between the mags. If I lean out
> the mixture on run-up the mag drop goes to the normal tolerance.
>
> First someone suggested leaning out the idle mixture, which really has
> no effect on the mixture at 1700 rpm. No cigar. Then someone said I
> should switch to fine wire plugs and that would solve the problem but
> after nearly $800 still no cigar. The thought then was that the fuel
> servo was not calibrated correctly so Aero sent me a new one, which I
> then installed. No cigar again. I tested in the air while running at
> 23 sq turning just to one magneto and then the other magneto. I had
> little or no mag drop. Anyway after all of that I'm still chasing this
> issue. I keep coming back to when we timed it, but we did it twice,
> per their instructions. So that's one of my issues.
>
> Not to bore you too much but I'll give you another just to help Matt
> out :>} I have dual Chelton's installed with the Free Flight 1201
> certified WAAS GPS receiver to drive them. From the beginning I wasn't
> able to get into what Chelton calls Ground Maintenance Mode (GMM). You
> have to insert a Smart Card and then power up the unit and it boots up
> in a mode that allows you to go in and configure the units to match
> your configurations and parameters, i.e. equipment, speeds etc. We
> chased that for quite awhile thinking somehow I had bad Smartcards or
> I was a dummy putting them in wrong, that maybe was a good guess :>}
> but anyway it was concluded that somehow the database for the units
> was corrupted and wouldn't allow me to go into GMM. I worked with a
> couple fellows at Chelton, Mike and Robert, on this, they are really a
> couple of good guys and very patient and knowledgeable, and they
> e-mailed me a new set of software and by using DOS commands with a
> keyboard attached to the Chelton, we were able to load this software
> into the units and the units would now come up in GMM. OK so far but
> new problem, now I had no GPS into the units from the Free Flight GPS.
>
> I flew my next four flights using a sectional and following VOR
> radials, I have some steam gauges also. I guess I needed the practice
> anyway. Well it was finally determined, after I talked to Stein on a
> Sunday morning, that they have two version of their software a regular
> version -2 and one for people who have a Free Flight GPS, like me -8.
> You guessed it, they had mistakenly sent me the wrong one. I loaded
> that version and am now back in the GPS business. I now have to
> upgrade to the latest version, which is 6.0A16-8 where the 8 means for
> the Free Flight.
>
> Anyway you get the point that you are, or at least I have
> been, presented with a whole new set of issues you have to deal with,
> however I have to say that being flying they aren't quite as
> frustrating as when I was in total build mode wanting to be flying.
>
> I'm in TX and I have a hangar on an airpark just north of Fort Worth,
> Propwash Airpark. If any of you other 10 builders are coming to the
> area and would like to have a ride let me know. I'm going into paint
> on Sept 6th so I'm probably out of business for Sept.
>
> OK Matt is that enough now :>}
>
>
> Wayne Edgerton #40336
> N602WT flying
> *
>
>
> *
Message 19
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| Subject: | Testing 1 2 3 - Is This Thing On? Where'd Everyone |
Go?
I believe the combination of matched hole metal, many second
(and third) offenders, the other RV lists and the archives are a big
reason there is not as much action on the -10 list as one would suspect.
Additionally I agree that the EXCELLENT websites we all know and love so
much contribute to answering questions we didn't even know we needed
answers to till we read them online.
For our build we wear wrist bands that read "WWDD?" What Would
Deems Do? As we have the exact same engine & cowl configuration (plus
door handles, overhead console ....) having Deems build, photograph and
discuss his project has made our build INFINATELY easier. Finally I am
sure that "strong personalities" and fear of "experts" is not the reason
for a quiet list as this is one great group of mild mannered builders.
Maybe it has something to do with the two additional seats.
Robin
Message 20
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| Subject: | Re: What's required for IFR operation of an Experimental A/C? |
Boy, is this opening up a can of worms ! I've seen the other responses
to this inquiry, I think I've read most everything I can find on this
subject, as in most things the devil is in the details. E.g. What do you
need to have to be legal to fly IFR WAAS approaches in an EXP aircraft?
Do you need a TSO'd WAAS GPS? (I'm under the impression that you do, as
opposed to a WAAS 'enabled/capable GPS'). If the WAAS GPS is a sensor
(Freeflight) and not a Garmin 430/480/480 and is attached/integrated
with an EXP EFIS system, does the EFIS system need to be able to supply
the RAIM error notification for the WAAS GPS ? (I dont' believe any of
the EXP EFIS systems currently do this) . ??????
Pat Thyssen, you got your ears on????
I've put 3 calls into my FSDO and left 3 messages on this topic and
haven't got a call back.
I spoke with one builder who indicated he was told by his FSDO that they
are individually approving ea EXP IFR aircraft !!!
Deems Davis # 406
'Its all done....Its just not put together'
http://deemsrv10.com/
Bill Reining wrote:
>
> I had a discussion tonight after our monthly EAA chapter meeting with another
builder about glass panels and backup steam gauges. He had heard that the major
reason folks put in backup steam gauges (e.g. analog airspeed, altimeter and
horizon) is: they are a relatively inexpensive way to obtain some TSO'd instruments.
Why TSO? Because they have demonstrated compliance to various specs
necessary for IFR qualification. On the other hand, the various glass EFIS
are not certified, thus have no credentials to prove they can meet IFR specs.
It's not that they have to be certified, just that one has to be able to show
that certain important instruments meet IFR requirements (whatever that might
be... accuracy? stability?) Well anyway, does any of this make sense? Perhaps
a better question: are there really any requirements that must be met before
an Experimental category aircraft can fly IFR?
>
> --------
> Bill (and Jon) Reining
> 40514
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=130414#130414
>
>
>
Message 21
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| Subject: | Corrosion in aluminum torque tube |
Hi All,
With talk about blue plastic/corrosion and the cry to fill up bandwidth, th
ough I would pass this along.
Last night as I was cutting the large diameter aluminum torque tube for the
control pushrods I found very light corrosion in one of them.
Any place else, I probably would have treated it and primed, but inside a c
losed, critical component called for replacement of the tube in my mind.
Called Van's and they will replace it without question. They are great to w
ork with!
As a suggestion to others, it would be good to inspect the inside of the tu
bes for corrosion during construction of these parts before priming.
I maybe the only luck one but the thought of push rods corroding for the in
side out over time is just scary.
Vern Smith (#324 control systems)
_________________________________________________________________
Messenger Caf=E9 =97 open for fun 24/7. Hot games, cool activities served d
aily. Visit now.
http://cafemessenger.com?ocid=TXT_TAGLM_AugWLtagline
Message 22
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| Subject: | Re: Testing 1 2 3 - Is This Thing On? Where'd Everyone Go? |
I've disappeared a bit recently due to extraneous circumstances.
Currently finishing up a pretty involved migration of our medical
imaging system at work, so having some long days. Also, in the
hottest months of the summer I'm distracted a bit....we're trying
to keep the kids very actively involved and progressing in
waterskiing and wakeboarding, as I don't really think it's fair for
the entire family to be limited to one major hobby. It's important
to keep yourself involved in other aspects of life too. I view the
RV-10 as a highly effective traveling tool to give experiences to
the entire family. If it doesn't involve family time, it isn't
meeting my goal. That's why I don't spend every weekend going to
every small fly-in around the country too....I've got to manage
a normal family life. Besides that, the heat of summer drives me
towards water, instead of bumpy air...so I'm idling a bit waiting
for fall to get closer.
For me, the saddest part is that over the past week, I've had
what I feel is my 100% favorite, most ideal type of flying
conditions.....ceilings between 400 and 1000', lots of
fairly stable, soggy, wet, juicy clouds, with tops in the
lower levels like 6,000'. To me, that's a beautiful day
to be in the air. But, with my work schedule recently, I've
just not been able to make it out at the right time.
Another observation: Ever year it seems that after OSH it gets
quiet. I'm guessing that when people return from OSH, it's like
getting a shot of builders-adrenaline...you get highly motivated
and start to focus harder on the build. For me, I put in almost
900 hours of building a year and a half, but after attending
OSH, I put in almost 900 in the final 6 months. That motivation
was ignited at OSH. It's very VERY common to see people go
more silent when they're within 2-3 months of completion. So,
perhaps we're on the verge of an RV-10 population explosion!
Tim Olson - RV-10 N104CD - Flying
do not archive
John Jessen wrote:
>
> Deems, et. al.
>
> I've stopped building for awhile, so I, for one, have not much to say that I
> feel can contribute.
>
> Plus, what there is about which I can confidently express an opinion is
> rather small, since I've not gotten past chapter 12. I became very aware of
> opinions on this list that were being put out there with authority and
> knowledge that just had to make you wonder, and it made me stop and think if
> I truly had the requisite knowledge to make "helpful" suggestions from a
> wealth of past experience and training. That's a cop-out to some extent, of
> course. We're all learning together. But for me, to make a pronouncement,
> I need to ensure that I am well researched enough and thoughtful in the
> reply that those reading it who have even less knowledge are not led astray.
> That means taking the time to research the topic (the EFIS posts are one
> example of a very complex discussion), careful in how one writes about it,
> and who's got that degree of time, all the time? Sometimes you just have to
> go for a hike and get out of the shop.
>
> Another reason, I think, is that the number of excellent websites is to such
> a point that most of the questions and answers can be found in them, and
> then their's Tim's compendium. Web sites are also an interesting
> phenomenon. There were a couple times when people actually cited what I
> did, described and pictured on my web site as the way to do x, y or z. It
> was complimentary that anyone was even logging on, but it sure made me think
> about the responsibility people have who are taking the time to document and
> publish their progress.
>
> All of this takes time, this conversation stuff on the web, and life's just
> too busy and precious for some. Why not read the manual, look at the web
> sites you think are informative, build the thing, have Stein or others do
> your panel for you, have Marty do the engine, get your EAA chapter fellows
> who've been there before to help you install it...in short, get it flying
> and then one day, viola, you announce on the site that you're done, and no
> one has ever heard of you before. I personally think that's sad. But, I'm
> in it for the "education" and camaraderie, so I continue to read the emails
> religiously, just haven't much to say.
>
> John Jessen
> 328
>
> -----Original Message-----
> From: owner-rv10-list-server@matronics.com
> [mailto:owner-rv10-list-server@matronics.com] On Behalf Of Deems Davis
> Sent: Wednesday, August 22, 2007 9:20 PM
> To: rv10-list@matronics.com
> Subject: Re: RV10-List: Testing 1 2 3 - Is This Thing On? Where'd Everyone
> Go?
>
>
> Many people have noticed and commented about the decrease in traffic on this
> list. I suppose some of it's due to folks squeezing in the last bit of
> summer vacation, but with over 750 RV-10 builder/fliers the amount of
> traffic has decreased inversely proportional to the increase in builder
> numbers ?????? Whats up with that? I'd be interested in understanding what's
> behind the decrease.
> Matt are the number of subscribers decreasing or has the bulk of the
> population moved to the lurker category?
> I know that when I began my build I was a bit intimidated by those 'experts'
> that were much further along than I (and therefore 'experts') and was a
> little reluctant to post at 1st. I believe that this list and the knowledge
> and expertise of the individuals that are subscribed are the single biggest
> Boone to my building experience. I'd hate to see it wither up and die.
> Perhaps there are some that get offended by some of the stronger
> personalities, I hope not, I figure if I can withstand Rick Sked poking fun
> at my spelling, that anyone can survive on the list. :-P I get some
> inquiries from people 'off-list' which I'm happy to reply to, but I learn as
> much from others exchanges as from my own inquiries, I'd encourage folks to
> use the list and the experience for the widest benefit (Let's burn some of
> Matt's bandwidth!)
>
> Now if I can just get the maze of wire behind my panel
> untangled.......should have used Stein!
>
> Deems Davis # 406
> 'Its all done....Its just not put together'
> http://deemsrv10.com/
>
>
>
>
>
>
>
>
>
Message 23
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| Subject: | Re: OP Tech Acquisition |
I don't know that it'll be predictable what will happen now.
Not knocking the product, because it seems fairly strong to me.
The thing is, usually when a company wants to be bought out, they're
getting down to their last dime.....and the purchase is brought
about because the selling price got so low that it starts to
look very attractive. I don't know much about Aerosonics, but
having not heard of them in the past, and from a very short
amount of digging, they don't seem to be a very large company.
So when someone like that buys another company, it does seem
like we'll really have to wait and see how it'll turn out.
There are mergers and buy-outs that go very well for the companies
involved, so this could be a great thing too. For me though,
every time I've been personally involved in one, it's just led
to the same economic issues down the road, just under the new
ownership. We'll have to wish for the best, but I know that
we've heard it time and time again from people that there are
too many EFIS players in the market. I for one though was
thinking that OP was one of the more likely to succeed. I
hope that's right.
Tim Olson - RV-10 N104CD - Flying
do not archive
Bob Leffler wrote:
>
> Deems, Gary, et al,
>
> So is the acquisition of Op Technologies by Aerosonics good or bad? Or is
> it too early to tell? Just curious...........
>
> I would use Stein for my panel too, but since I'm still stuck on elevators
> at the moment, it's a ways off.
>
> bob
Message 24
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| Subject: | Re: Door ajar indicators installation documentation |
Just replied to you offline Deems.
Tim Olson - RV-10 N104CD - Flying
do not archive
Deems Davis wrote:
>
> I have the parts that van's sent which monitor the closing of the doors.
> However for the life of me, I can't locate any instructions/drawings to
> accompany the installation. I checked Van's website, and nothing there,
> Anybody have a copy they could scan and e-mail to me?
>
> Deems Davis # 406
> 'Its all done....Its just not put together'
> http://deemsrv10.com/
>
Message 25
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| Subject: | Interesting comments about EFIS's in current thread on Lancair |
List
This a.m. I saw a real thought provoking thread start up
on the Lancair List. I'll repost the early part of it here
because it has some great thinking points that some people
may be interested in.
--
Tim Olson - RV-10 N104CD - Flying
do not archive
-----------------------------------------------------
Colyn writes:
<<Yesterday I was out for a lark and the screen display gradually
disintegrated just like in the movie "the matrix". I hadn't
internalized how dependent I was on this piece of equipment until it
wasn't there. <snip> Anyway, maybe Brent can correct me, but I assume
if a Garmin can break, a Chelton can break.
I hope you Chelton drivers are ready for it when it happens.>>
--
Brent agrees with you! Brent understands that anything can, and
therefore will, break and you MUST have a plan for when that happens.
That is why the Chelton systems are designed as recursively redundant
units. Each display is identical to the others and the architecture of
the communication ports is such that if one screen dies then the next
one automatically steps up and takes over. So you do not need to hope,
Chelton drivers ARE prepared if a display goes Tango Uniform. Two
redundant screens beat one big screen every time.
Even if you do everything right , there are still unseen forces at work.
Our planet is constantly being bombarded with high energy particles
(Cosmic Rays). When one of these particles hits a memory cell just right
it can cause it to flip (google "single event upset"). If the right cell
flips it can cause the processor to hang or crash. While this does not
happen very often, there are billions of memory cells and the Cosmic Ray
flux increases dramatically with altitude. This is why we designed the
Chelton systems with Error Correcting Code (ECC) RAM. I know of no other
system available to the experimental market that has ECC RAM. In
addition, all Chelton systems (and sub systems and sensors) have
independent hardware watchdogs that reset the entire system in the event
of the flight software hanging or crashing.
On the topic of software, in flight mode the Chelton systems do not
have or use an "operating system". The Level A certified flight code
does all the required functions. It even gives the BIOS the boot after
boot. Certifying a Microsoft or Linux style OS to level A would be about
as easy as making water that wasn't wet. Chelton does use a DOS -like
environment only in ground maintenance mode.
The next thing to worry about is a total aircraft power failure. All
electronics require power so if you take the power away..... This is why
smart builders have standby gauges IN THE SCAN and those gauges are the
good old fashioned mechanical ones. They operate on different physics
than the fancy glass and will likely survive whatever kills the
computers. Don't forget a UPS for the standbys. Harry League has a great
example of a nicely arranged panel. Harry, how about a picture? I know
you are camera shy.
While I am on a rant, here are some glass myths that need to die:
"The best instrument panel would be a 42" plasma monitor." Bigger is not
intrinsically better. This is coming from someone who is just under two
meters tall and a hundred kilos (bet you didn't know they could stack
sh*t that high). What is better is to have the critical flight
information as clearly as practical is the smallest visual arc. Fix your
vision on this point * and see how may words you can read around it
without moving your gaze. You get an idea as to the small size of the
fovea cenrtralis. Flight information needs to be clear and concise. When
a big screen goes dark, all you have is a big loud nuthen, unless it
also controls your radios.
"Detailed terrain graphics is a good thing." Detailed graphics hog
resources. Resources that would be better used to provide a faster frame
rate, storing a larger terrain database, processing sensor data and
performing useful housekeeping tasks like checking the validity of
incoming data and the accuracy of displayed data. Besides, the FAA is
very particular about display colors. Getting them to accept the graded
sky was a big push. Displaying photo realistic terrain is a non-starter.
How are you going to guarantee that the terrain "pattern" will not form
a "symbol" that could be interpreted by the pilot as "false or
misleading" information. As with animals in clouds or the face on Mars,
the brain wants to make sense from chaos. The last thing you need is a
Rorschach EFIS. You can avoid an ugly brown mountain just as easily as a
pretty textured hillock. It would be a shame if the processor crashed
while painting that pretty picture and the last thing to go through your
aesthetically pleased mind was the rudder.
"We are introducing our new EFIS. It will be certified in 6 months and
cost 5 grand." The only this that gets through the FAA in 6 months or
less is coffee and doughnuts. Not only is getting certification hard,
it is getting harder as the FAA is getting smarter...er...well.. more
experienced. Graphics processors and programmable logic devices now
raise enough red flags to make Lenin feel homesick. It would take at
least 2 years and 3-5M$ to certify an all new EFIS and the software to
run it. If you sold a 1,000 units then you would need to allocate $5K
per unit just for amortized certification costs. Add cost of goods,
marketing , overhead, insurance ..... and operate at a modest 50% gross
margin and all of a sudden $30K per screen seems pretty reasonable. If
it seems too good to be true......
With the nearly ubiquitous availability of industrial single board
computers, high brightness color displays, RC model AHRS and flight
simulation software, an EFIS that draws slack jawed oglers at trade
shows can be built by any idiot, and they frequently are. But aren't
idiots a valued resource? After all, doesn't every village need one?
Yes Timmy, but would you trust your life to one?
Speaking as an idiot who did those very things, thirteen long years
ago, trust me when I say "Don't trust what you hear or read."
Follow these rules, even if I am wrong it can't hurt:
Believe nothing a marketing person tells you.
Fly before you buy.
If it is a "future upgrade" assume it will never happen.
Plan for when it breaks.
Regards
Brent Regan
Message 26
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| Subject: | Tire Wear / Brakes |
As with all RV's my tires were starting to get pretty worn on the outside e
dge. I went to the hanger a couple of nights ago and rotated my tires and s
ince I had the wheels off I decided to also switch out my brake pads and re
pack the bearings. =0A=0AI currently have 230 hours on my RV-10. Not sure h
ow many landings but I would guess it would be somewhere in the 200 range.
=0A=0AAfter looking at the brakes and tire wear, I would recommend all RV-1
0 owners to rotate tires and change out their brakes around 180 - 220 hours
depending on how many landings they do. I typically do not do alot of touc
h and goes and when I do land, I let the plane slow as much as possible and
use most of the runway just to save the brakes a little. =0A=0AHere are a
couple of pictures of the tires. You can see how they really wear on the ou
tside. The air wasn't showing yet! I pulled the wheels apart, flipped the t
ire around, repacked the bearings and reassembled. It was pretty quick to d
o. I should be able to get another 150 - 200 hours out of these tires. My a
nnual is coming up in October and I will check the wear on the tires then.
=0A=0AMy brakes appeared to be about 50% worn. To do the brakes you need to
have the special brake rivet tool. The two pads of the right are the old o
nes off the right side compared to a new one. New pads are $33 from Van's.
Whatta deal =0Ahttp://www.vansairforce.com/community/showthread.php?t
784=0A=0A=0AScott Schmidt=0Ascottmschmidt@yahoo.com
Message 27
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| Subject: | Testing 1 2 3 - Is This Thing On? Where'd Everyone Go? |
I agree with Tim......I am hopefully within 2-3 months of flying and
spending all of my free time finishing the plane.....
Rene' Felker
N423CF
40322
801-721-6080
-----Original Message-----
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Tim Olson
Sent: Thursday, August 23, 2007 11:00 AM
Subject: Re: RV10-List: Testing 1 2 3 - Is This Thing On? Where'd Everyone
Go?
I've disappeared a bit recently due to extraneous circumstances.
Currently finishing up a pretty involved migration of our medical
imaging system at work, so having some long days. Also, in the
hottest months of the summer I'm distracted a bit....we're trying
to keep the kids very actively involved and progressing in
waterskiing and wakeboarding, as I don't really think it's fair for
the entire family to be limited to one major hobby. It's important
to keep yourself involved in other aspects of life too. I view the
RV-10 as a highly effective traveling tool to give experiences to
the entire family. If it doesn't involve family time, it isn't
meeting my goal. That's why I don't spend every weekend going to
every small fly-in around the country too....I've got to manage
a normal family life. Besides that, the heat of summer drives me
towards water, instead of bumpy air...so I'm idling a bit waiting
for fall to get closer.
For me, the saddest part is that over the past week, I've had
what I feel is my 100% favorite, most ideal type of flying
conditions.....ceilings between 400 and 1000', lots of
fairly stable, soggy, wet, juicy clouds, with tops in the
lower levels like 6,000'. To me, that's a beautiful day
to be in the air. But, with my work schedule recently, I've
just not been able to make it out at the right time.
Another observation: Ever year it seems that after OSH it gets
quiet. I'm guessing that when people return from OSH, it's like
getting a shot of builders-adrenaline...you get highly motivated
and start to focus harder on the build. For me, I put in almost
900 hours of building a year and a half, but after attending
OSH, I put in almost 900 in the final 6 months. That motivation
was ignited at OSH. It's very VERY common to see people go
more silent when they're within 2-3 months of completion. So,
perhaps we're on the verge of an RV-10 population explosion!
Tim Olson - RV-10 N104CD - Flying
do not archive
John Jessen wrote:
>
> Deems, et. al.
>
> I've stopped building for awhile, so I, for one, have not much to say that
I
> feel can contribute.
>
> Plus, what there is about which I can confidently express an opinion is
> rather small, since I've not gotten past chapter 12. I became very aware
of
> opinions on this list that were being put out there with authority and
> knowledge that just had to make you wonder, and it made me stop and think
if
> I truly had the requisite knowledge to make "helpful" suggestions from a
> wealth of past experience and training. That's a cop-out to some extent,
of
> course. We're all learning together. But for me, to make a
pronouncement,
> I need to ensure that I am well researched enough and thoughtful in the
> reply that those reading it who have even less knowledge are not led
astray.
> That means taking the time to research the topic (the EFIS posts are one
> example of a very complex discussion), careful in how one writes about it,
> and who's got that degree of time, all the time? Sometimes you just have
to
> go for a hike and get out of the shop.
>
> Another reason, I think, is that the number of excellent websites is to
such
> a point that most of the questions and answers can be found in them, and
> then their's Tim's compendium. Web sites are also an interesting
> phenomenon. There were a couple times when people actually cited what I
> did, described and pictured on my web site as the way to do x, y or z. It
> was complimentary that anyone was even logging on, but it sure made me
think
> about the responsibility people have who are taking the time to document
and
> publish their progress.
>
> All of this takes time, this conversation stuff on the web, and life's
just
> too busy and precious for some. Why not read the manual, look at the web
> sites you think are informative, build the thing, have Stein or others do
> your panel for you, have Marty do the engine, get your EAA chapter fellows
> who've been there before to help you install it...in short, get it flying
> and then one day, viola, you announce on the site that you're done, and no
> one has ever heard of you before. I personally think that's sad. But,
I'm
> in it for the "education" and camaraderie, so I continue to read the
emails
> religiously, just haven't much to say.
>
> John Jessen
> 328
>
> -----Original Message-----
> From: owner-rv10-list-server@matronics.com
> [mailto:owner-rv10-list-server@matronics.com] On Behalf Of Deems Davis
> Sent: Wednesday, August 22, 2007 9:20 PM
> To: rv10-list@matronics.com
> Subject: Re: RV10-List: Testing 1 2 3 - Is This Thing On? Where'd Everyone
> Go?
>
>
> Many people have noticed and commented about the decrease in traffic on
this
> list. I suppose some of it's due to folks squeezing in the last bit of
> summer vacation, but with over 750 RV-10 builder/fliers the amount of
> traffic has decreased inversely proportional to the increase in builder
> numbers ?????? Whats up with that? I'd be interested in understanding
what's
> behind the decrease.
> Matt are the number of subscribers decreasing or has the bulk of the
> population moved to the lurker category?
> I know that when I began my build I was a bit intimidated by those
'experts'
> that were much further along than I (and therefore 'experts') and was a
> little reluctant to post at 1st. I believe that this list and the
knowledge
> and expertise of the individuals that are subscribed are the single
biggest
> Boone to my building experience. I'd hate to see it wither up and die.
> Perhaps there are some that get offended by some of the stronger
> personalities, I hope not, I figure if I can withstand Rick Sked poking
fun
> at my spelling, that anyone can survive on the list. :-P I get some
> inquiries from people 'off-list' which I'm happy to reply to, but I learn
as
> much from others exchanges as from my own inquiries, I'd encourage folks
to
> use the list and the experience for the widest benefit (Let's burn some of
> Matt's bandwidth!)
>
> Now if I can just get the maze of wire behind my panel
> untangled.......should have used Stein!
>
> Deems Davis # 406
> 'Its all done....Its just not put together'
> http://deemsrv10.com/
>
>
>
>
>
>
>
>
>
Message 28
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| Subject: | FYI - Ceiling idea using a plastic box from Radio Shack |
Here is an idea I used for lights in the ceiling that covered the four bolt
s for the front brace. =0Ahttp://www.vansairforce.com/community/showthread
.php?t 787=0A =0AScott Schmidt=0Ascottmschmidt@yahoo.com
Message 29
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| Subject: | Re: ES Airflow fuel pump questions |
Good write up. As for the fuel lube though, it's not a necessity
to use anything on the fuel fittings. I'm not saying it's not
a good idea, but it's not a necessity. I have nothing on any of
my AN fittings for any of my fuel lines. The seal is made
by the fit of the flare to the fitting.
Tim Olson - RV-10 N104CD - Flying
do not archive
Jae Chang wrote:
>
> I finally received my fuel pump and made the following observations...
>
> 1. I had to tweak the bending of the curvy fuel line, because it was
> routing directly over the fuel filter. In its initial configuration, it
> would have made removing the fuel filter extremely difficult, as the
> fuel line would have been directly in the way. I'm assuming this should
> be a regular maintenance item, to remove the filter and clean it. The
> product sheet mentioned doing this after the first 5 to 10 hours after
> initial flight.
>
> This is a picture of someone else's tunnel. forgot to take a picture of
> mine before modifying it:
> http://www.jline.com/log/aviation/build/airframe/fuselage/sec37/photos/P1000920.html
>
>
> This is a picture directly from Van's catalog:
> http://www.vansaircraft.com/images/catalog/cat-med_fi-install.jpg
>
> 2. As a consequence of #1 above, i removed the AN fitting off of the
> fuel pump at the end of the curvy line. I was surprised to find the
> AN fitting's threads to be dry - ie, no fuel lube or paste of any kind.
>
> Should we be double checking these fittings on the fuel pump AN
> fittings? Granted, there are only 2 (each end of curvy line) that i
> would be concerned with. The other fittings all have some kind of white
> paste around their threads.
>
> Anyway, curious what others experience is in this area. Is it just me or
> did anyone else assume this pre-made part is good to go - receive in the
> mail and install. Or am i being too naive on such a critical part?
>
> Jae
> #40533
> Fuse section 29 thru 38
>
Message 30
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| Subject: | Baggage door alarm |
For those of you that havent put in your door alarms yet, I might suggest a slight
improvement. For some reason Vans is using a Normally Open (N.O.) reed switch
(magnetic contact switch) for the door alarms which requires that you put
a relay in-line to reverse the function to a Normally Closed (N.C.) operation.
I wanted to add a door open alarm to the baggage door as well, but didnt want
the added complexity of the relays. I found a N.C. switch that comes with
a flanged press fit for a simple clean installation in the baggage door frame.
I installed it just below the latch area by drilling through from the rib behind
the door using the hole that was already there but used for manufacturing
the rib and drilled straight through into the baggage door frame. This same
unit can be used in the cabin doors, either mounted as the plans suggest or you
could do the press fit at any part along the frame and the magnet press fit
into the door. Now you can wire the units without the relays in-line, simplifying
the parts count, weight, and points of failure, plus have the same parts
for all locations. I used mine in combination with the Riverhead-Aero Door Guides
and Pins that have the built in magnet in the pins.
The contacts that I found are from GRI (www.grisk.com) and made for the home alarm industry. I used the 3030-12W (the W is white, also available in brown and black). It has a 3/8 diameter press fit but is also available in a as the 60-RF. They are also available without the flange if you arent going to take advantage of the flush fit on the baggage door frame. Either form factor can be adapted if you need to. They also have several different magnet strengths available. I would suggest the standard, weakest magnets which should give you up to a gap. You dont want to have it reading closed while the door is still partially open. The Wide-Gap (-WG) will give you up to a 1 opening. These units come with 6 wired leads or you can order them with screw terminals.
I got mine at Metro Electronics (916-442-1512) in Sacramento. They have no web ordering (www.metro-electronics.com) but will ship if you call them directly. I also found them at a place called ASI Home (http://www.asihome.com/ASIshop/product_info.php?manufacturers_id=39&products_id=739)
ASI normally sells them in packages of 10 at $1.63 each for the 3030-12W version
and $2.03 for the 60RF-12W. It is about a wash if you buy five sets vs. the
package of ten but check the pricing. They all come as a set with the magnet.
I think I paid ~$3.65 for the individual pairs (3030-12W) at Metro. ASI will
also sell them individually but you will need to call them (800-263-8608) to
get pricing and availability since they dont seem to list the 3030 version on
the website but do stock some. When ordering; confirm that you are getting the
Normally Closed, 12 volt, flanged (or unflanged), standard magnet, white (if
you care), 6 leads (or screw terminals) in either the or 3/8 version.
If you mount the switches on the doors the way the plans suggest using the Adel
clamp rather than the flush mount in the frame you have the advantage of being
able to adjust the gap distance which could be helpful if you order the wide
gap (WG) version of the magnet.
Enjoy,
Nick
C:916-425-1064
Nick@NLeonard.com
--------
Nick Leonard
RV-10 (40015) Finish
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=130554#130554
Message 31
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| Subject: | ES Airflow fuel pump questions |
Are you talking about all of the fuel fittings, or just the flare fittings?
There are pipe threads in the fuel system. Did you use the fuel lube on
them? Just for clarification.
Do not archive
Jesse Saint
Saint Aviation, Inc.
jesse@saintaviation.com
www.saintaviation.com
Cell: 352-427-0285
Fax: 815-377-3694
-----Original Message-----
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Tim Olson
Sent: Thursday, August 23, 2007 2:24 PM
Subject: Re: RV10-List: ES Airflow fuel pump questions
Good write up. As for the fuel lube though, it's not a necessity
to use anything on the fuel fittings. I'm not saying it's not
a good idea, but it's not a necessity. I have nothing on any of
my AN fittings for any of my fuel lines. The seal is made
by the fit of the flare to the fitting.
Tim Olson - RV-10 N104CD - Flying
do not archive
Jae Chang wrote:
>
> I finally received my fuel pump and made the following observations...
>
> 1. I had to tweak the bending of the curvy fuel line, because it was
> routing directly over the fuel filter. In its initial configuration, it
> would have made removing the fuel filter extremely difficult, as the
> fuel line would have been directly in the way. I'm assuming this should
> be a regular maintenance item, to remove the filter and clean it. The
> product sheet mentioned doing this after the first 5 to 10 hours after
> initial flight.
>
> This is a picture of someone else's tunnel. forgot to take a picture of
> mine before modifying it:
>
http://www.jline.com/log/aviation/build/airframe/fuselage/sec37/photos/P1000
920.html
>
>
> This is a picture directly from Van's catalog:
> http://www.vansaircraft.com/images/catalog/cat-med_fi-install.jpg
>
> 2. As a consequence of #1 above, i removed the AN fitting off of the
> fuel pump at the end of the curvy line. I was surprised to find the
> AN fitting's threads to be dry - ie, no fuel lube or paste of any kind.
>
> Should we be double checking these fittings on the fuel pump AN
> fittings? Granted, there are only 2 (each end of curvy line) that i
> would be concerned with. The other fittings all have some kind of white
> paste around their threads.
>
> Anyway, curious what others experience is in this area. Is it just me or
> did anyone else assume this pre-made part is good to go - receive in the
> mail and install. Or am i being too naive on such a critical part?
>
> Jae
> #40533
> Fuse section 29 thru 38
>
Message 32
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| Subject: | Re: Testing 1 2 3 - Is This Thing On? Where'd Everyone |
Go?
Could it be that everyone has building fever now that people are back
from Osh?
Just my opinion pennies...Do not archive
Carlos in AZ
Robin Marks wrote:
>
> I believe the combination of matched hole metal, many second
> (and third) offenders, the other RV lists and the archives are a big
> reason there is not as much action on the -10 list as one would suspect.
> Additionally I agree that the EXCELLENT websites we all know and love so
> much contribute to answering questions we didn't even know we needed
> answers to till we read them online.
> For our build we wear wrist bands that read "WWDD?" What Would
> Deems Do? As we have the exact same engine & cowl configuration (plus
> door handles, overhead console ....) having Deems build, photograph and
> discuss his project has made our build INFINATELY easier. Finally I am
> sure that "strong personalities" and fear of "experts" is not the reason
> for a quiet list as this is one great group of mild mannered builders.
> Maybe it has something to do with the two additional seats.
>
> Robin
>
>
>
--
Carlos Hernandez <carlosh@sec-engr.com>
Structural Engineers, LLC
2963 W. Elliot Rd. - Suite 3
Chandler, AZ 85224
Phone: 480.968.8600
Fax: 480.968.8608
www.sec-engr.com
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Message 33
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| Subject: | Re: Baggage door alarm |
The door alarm is a great idea. Just FYI, while I was doing my tranisition
training with Mike Seager, we landed and the door swung open. During our
flight the screw that holds the latch on vibrated out. It was at least goo
d to know that if you forget to latch it won't just rip off. I put some re
d locktite on mine and haven't had any issues. =0A =0AScott Schmidt=0Ascott
mschmidt@yahoo.com=0A=0A=0A=0A----- Original Message ----=0AFrom: "nick@nle
onard.com" <nick@nleonard.com>=0ATo: rv10-list@matronics.com=0ASent: Thursd
ay, August 23, 2007 12:39:31 PM=0ASubject: RV10-List: Baggage door alarm=0A
om>=0A=0AFor those of you that haven=92t put in your door alarms yet, I mig
ht suggest a slight improvement. For some reason Van=92s is using a Normal
ly Open (N.O.) reed switch (magnetic contact switch) for the door alarms wh
ich requires that you put a relay in-line to reverse the function to a Norm
ally Closed (N.C.) operation. I wanted to add a door open alarm to the bag
gage door as well, but didn=92t want the added complexity of the relays. I
found a N.C. switch that comes with a flanged press fit for a simple clean
installation in the baggage door frame. I installed it just below the lat
ch area by drilling through from the rib behind the door using the hole tha
t was already there but used for manufacturing the rib and drilled straight
through into the baggage door frame. This same unit can be used in the ca
bin doors, either mounted as the plans suggest or you could do the press fi
t at any part along the frame and the magnet press fit into the door. Now
you can wire the units !=0Awithout the relays in-line, simplifying the par
ts count, weight, and points of failure, plus have the same parts for all l
ocations. I used mine in combination with the Riverhead-Aero Door Guides a
nd Pins that have the built in magnet in the pins.=0A=0AThe contacts that I
found are from GRI (www.grisk.com) and made for the home alarm industry.
I used the 3030-12W (the W is white, also available in brown and black). I
t has a 3/8=94 diameter press fit but is also available in a =BC=94 as the
60-RF. They are also available without the flange if you aren=92t going to
take advantage of the flush fit on the baggage door frame. Either form fa
ctor can be adapted if you need to. They also have several different magnet
strengths available. I would suggest the standard, weakest magnets which
should give you up to a =BD=94 gap. You don=92t want to have it reading
=93closed=94 while the door is still partially open. The Wide-Gap (-WG) wil
l give you up to a 1=94 opening. These units come with 6=94 wired leads or
you can order them with screw terminals.=0A=0AI got mine at Metro Electron
ics (916-442-1512) in Sacramento. They have no web ordering (www.metro-ele
ctronics.com) but will ship if you call them directly. I also found them a
t a place called ASI Home (http://www.asihome.com/ASIshop/product_info.php?
manufacturers_id=39&products_id=739)=0AASI normally sells them in packa
ges of 10 at $1.63 each for the 3030-12W version and $2.03 for the 60RF-12W
. It is about a wash if you buy five sets vs. the package of ten but check
the pricing. They all come as a set with the magnet. I think I paid ~$3.65
for the individual pairs (3030-12W) at Metro. ASI will also sell them ind
ividually but you will need to call them (800-263-8608) to get pricing and
availability since they don=92t seem to list the 3030 version on the websit
e but do stock some. When ordering; confirm that you are getting the Norma
lly Closed, 12 volt, flanged (or unflanged), standard magnet, white (if you
care), 6=94 leads (or screw terminals) in either the =BC=94 or 3/8=94 vers
ion.=0A=0AIf you mount the switches on the doors the way the plans suggest
using the Adel clamp rather than the flush mount in the frame you have the
advantage of being able to adjust the gap distance which could be helpful i
f you order the wide gap (WG) version of the magnet.=0A=0AEnjoy,=0A=0ANick
=0AC:916-425-1064=0ANick@NLeonard.com=0A=0A--------=0ANick Leonard=0ARV-10
(40015) Finish=0A=0A=0A=0A=0ARead this topic online here:=0A=0Ahttp://forum
=====================
Message 34
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| Subject: | Re: ES Airflow fuel pump questions |
Ahhhh, awesome catch. Yes, I'm only talking flare fittings.
As far as the pipe thread fittings, I did use sealant on those
and I would suggest people do. One interesting thing though...
on the fuel spider and injectors, they don't use any sealant
at all...at least at aerosport. That I thought was strange,
but I guess not.
So yes:
NPT = sealant (but not necessarily on ALL NPT fittings)
Flare = Nothing needed
Is that what you found too?
Tim Olson - RV-10 N104CD - Flying
do not archive
Jesse Saint wrote:
>
> Are you talking about all of the fuel fittings, or just the flare fittings?
> There are pipe threads in the fuel system. Did you use the fuel lube on
> them? Just for clarification.
>
> Do not archive
>
> Jesse Saint
> Saint Aviation, Inc.
> jesse@saintaviation.com
> www.saintaviation.com
> Cell: 352-427-0285
> Fax: 815-377-3694
>
> -----Original Message-----
> From: owner-rv10-list-server@matronics.com
> [mailto:owner-rv10-list-server@matronics.com] On Behalf Of Tim Olson
> Sent: Thursday, August 23, 2007 2:24 PM
> To: rv10-list@matronics.com
> Subject: Re: RV10-List: ES Airflow fuel pump questions
>
>
> Good write up. As for the fuel lube though, it's not a necessity
> to use anything on the fuel fittings. I'm not saying it's not
> a good idea, but it's not a necessity. I have nothing on any of
> my AN fittings for any of my fuel lines. The seal is made
> by the fit of the flare to the fitting.
>
> Tim Olson - RV-10 N104CD - Flying
> do not archive
>
>
> Jae Chang wrote:
>>
>> I finally received my fuel pump and made the following observations...
>>
>> 1. I had to tweak the bending of the curvy fuel line, because it was
>> routing directly over the fuel filter. In its initial configuration, it
>> would have made removing the fuel filter extremely difficult, as the
>> fuel line would have been directly in the way. I'm assuming this should
>> be a regular maintenance item, to remove the filter and clean it. The
>> product sheet mentioned doing this after the first 5 to 10 hours after
>> initial flight.
>>
>> This is a picture of someone else's tunnel. forgot to take a picture of
>> mine before modifying it:
>>
> http://www.jline.com/log/aviation/build/airframe/fuselage/sec37/photos/P1000
> 920.html
>>
>> This is a picture directly from Van's catalog:
>> http://www.vansaircraft.com/images/catalog/cat-med_fi-install.jpg
>>
>> 2. As a consequence of #1 above, i removed the AN fitting off of the
>> fuel pump at the end of the curvy line. I was surprised to find the
>> AN fitting's threads to be dry - ie, no fuel lube or paste of any kind.
>>
>> Should we be double checking these fittings on the fuel pump AN
>> fittings? Granted, there are only 2 (each end of curvy line) that i
>> would be concerned with. The other fittings all have some kind of white
>> paste around their threads.
>>
>> Anyway, curious what others experience is in this area. Is it just me or
>> did anyone else assume this pre-made part is good to go - receive in the
>> mail and install. Or am i being too naive on such a critical part?
>>
>> Jae
>> #40533
>> Fuse section 29 thru 38
>>
>
>
>
>
>
>
>
>
Message 35
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| Subject: | Re: Baggage door alarm |
Whatever you do, don't take this as criticism or anything negative.
It's just something I'm gonna throw out there for thought.
Over the past few years, speaking with people about AHRS and
magnetometer sensitivity, I've come to learn exactly how
sensitive an AHRS magnetometer can be. They can detect coins
even many feet away, and in fact for installation they
have the installer use non-magnetic hardware. People have
had things like steel roll cages in the front of the airplane
become slightly magnetized and throw off a magnetometer. I've
even heard that nickel edged props have caused issues with
AHRS magnetometers. When another friend was having problems
with his Crossbow, Crossbow insisted at first that the problem
was likely caused by his carrying the towbar in the baggage
area. Recently I was flying and had a lightly magnetic
screwdriver in the front seat...I could watch my vertical card
compass move even with the screwdriver a couple feet away.
I just point this out as something to think about while adding
ANY kind of magnetic sensor to your airframe. It might all
depend on your avionics systems, where they're mounted, how
sensitive they are, and many factors. But, I can tell you that
if I were picking a magnetic device to be used in a door sensor,
I'd try to go with the weakest magnet I could. I myself
am considering buying the rivethead door latch pin setup, but
I'm not sure if I'll want to get the magnetic tips or not
yet. The probably would cause no problems at all, so I
may just get them. But, it's something to think about.
One thing for certain...if you're using a magnetometer based
system, you'll want to perform a full calibration of it, in
the final magnetic environment, preferably with a running
engine and all avioncs lit up, as there will absolutely be
various magnetic effects that you need to account for.
Using that calibration should help nullify some of the stuff
that you install that might have an effect, as long as it
doesn't move.
All just info to think about, but I'm not trying to discourage
anyone from adding such things....just test for effects along
the way.
Tim Olson - RV-10 N104CD - Flying
do not archive
nick@nleonard.com wrote:
> <nick@nleonard.com>
>
> For those of you that havent put in your door alarms yet, I might
> suggest a slight improvement. For some reason Vans is using a
> Normally Open (N.O.) reed switch (magnetic contact switch) for the
> door alarms which requires that you put a relay in-line to reverse
> the function to a Normally Closed (N.C.) operation. I wanted to add
> a door open alarm to the baggage door as well, but didnt want the
> added complexity of the relays. I found a N.C. switch that comes
> with a flanged press fit for a simple clean installation in the
> baggage door frame. I installed it just below the latch area by
> drilling through from the rib behind the door using the hole that was
> already there but used for manufacturing the rib and drilled straight
> through into the baggage door frame. This same unit can be used in
> the cabin doors, either mounted as the plans suggest or you could do
> the press fit at any part along the frame and the magnet press fit
> into the door. Now you can wire the units ! without the relays
> in-line, simplifying the parts count, weight, and points of failure,
> plus have the same parts for all locations. I used mine in
> combination with the Riverhead-Aero Door Guides and Pins that have
> the built in magnet in the pins.
>
> The contacts that I found are from GRI (www.grisk.com) and made for
> the home alarm industry. I used the 3030-12W (the W is white, also
> available in brown and black). It has a 3/8 diameter press fit
> but is also available in a as the 60-RF. They are also
> available without the flange if you arent going to take advantage
> of the flush fit on the baggage door frame. Either form factor can
> be adapted if you need to. They also have several different magnet
> strengths available. I would suggest the standard, weakest magnets
> which should give you up to a gap. You dont want to have
> it reading closed while the door is still partially open. The
> Wide-Gap (-WG) will give you up to a 1 opening. These units come
> with 6 wired leads or you can order them with screw terminals.
>
> I got mine at Metro Electronics (916-442-1512) in Sacramento. They
> have no web ordering (www.metro-electronics.com) but will ship if you
> call them directly. I also found them at a place called ASI Home
> (http://www.asihome.com/ASIshop/product_info.php?manufacturers_id=39&products_id=739)
> ASI normally sells them in packages of 10 at $1.63 each for the
> 3030-12W version and $2.03 for the 60RF-12W. It is about a wash if
> you buy five sets vs. the package of ten but check the pricing. They
> all come as a set with the magnet. I think I paid ~$3.65 for the
> individual pairs (3030-12W) at Metro. ASI will also sell them
> individually but you will need to call them (800-263-8608) to get
> pricing and availability since they dont seem to list the 3030
> version on the website but do stock some. When ordering; confirm
> that you are getting the Normally Closed, 12 volt, flanged (or
> unflanged), standard magnet, white (if you care), 6 leads (or
> screw terminals) in either the or 3/8 version.
>
> If you mount the switches on the doors the way the plans suggest
> using the Adel clamp rather than the flush mount in the frame you
> have the advantage of being able to adjust the gap distance which
> could be helpful if you order the wide gap (WG) version of the
> magnet.
>
> Enjoy,
>
> Nick C:916-425-1064 Nick@NLeonard.com
>
> -------- Nick Leonard RV-10 (40015) Finish
>
Message 36
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|
The fellows at E-Mag had this to say to a recent inquiry from me on
6-cylinder versions:
Yes we are working on our six cylinder version right now. I'd expect to
see something perhaps around the first of the year.
Having said that, I need to add my standard disclaimer: You are advised
to give NO weight to anything we ever say regarding product release
dates.
Please don't hesitate to call or write if you have any other questions.
Kindest Regards,
Brad Dement
E-MAG Ignitions
2014 Greg Street
Azle, Texas 76020
(817) 444-5310
Tim Dawson-Townsend
Aurora Flight Sciences
tdt@aurora.aero
617-500-4812 (office)
617-905-4800 (mobile)
Message 37
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| Subject: | Re: ES Airflow fuel pump questions |
Thanks Tim, that does make sense. That will save me a lot of grief
trying to work with sticky stuff around the fuel selector and such. I
guess i took Van's instructions to use fuel lube too literally.
Sticking with the fuel pump, does anyone have or know of a primer on how
this fuel pump works? I am not quite clear why fuel would travel around
in circles like this. Any diagrams for what is inside of the manifold?
Jae
>>
>>
>> Good write up. As for the fuel lube though, it's not a necessity
>> to use anything on the fuel fittings. I'm not saying it's not
>> a good idea, but it's not a necessity. I have nothing on any of
>> my AN fittings for any of my fuel lines. The seal is made
>> by the fit of the flare to the fitting.
>>
>> Tim Olson - RV-10 N104CD - Flying
>> do not archive
>
Message 38
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| Subject: | Testing 1 2 3 - Is This Thing On? Where'd Everyone |
Go?
Well you kicked the dog now. ;-)
Do not archive
-----Original Message-----
From: owner-rv10-list-server@matronics.com [mailto:owner-rv10-list-server@matronics.com] On Behalf Of Matt Dralle
Sent: Thursday, August 23, 2007 11:06 AM
Subject: Re: RV10-List: Testing 1 2 3 - Is This Thing On? Where'd Everyone Go?
At 07:19 PM 8/22/2007 Wednesday, you wrote:
>Matt are the number of subscribers decreasing or has the bulk of the population
moved to the lurker category?
RV10-List subscriptions continue to grow daily. I think everyone was just busy
working on their projects.
Matt Dralle
List Admin
Matt G Dralle | Matronics | PO Box 347 | Livermore | CA | 94551
925-606-1001 V | 925-606-6281 F | dralle@matronics.com Email
http://www.matronics.com/ WWW | Featuring Products For Aircraft
Message 39
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| Subject: | Re: Testing 1 2 3 - Is This Thing On? Where'd Everyone |
Go?
Well Tim, I'm still on Cloud 9 after that FANTASTIC flight you gave me
at Oshkosh. Adrenaline does quite cover it. If I can just get thru all
this electrical stuff!
Tim Olson wrote:
> (snip)
> Another observation: Ever year it seems that after OSH it gets
> quiet. I'm guessing that when people return from OSH, it's like
> getting a shot of builders-adrenaline...you get highly motivated
> and start to focus harder on the build. For me, I put in almost
> 900 hours of building a year and a half, but after attending
> OSH, I put in almost 900 in the final 6 months. That motivation
> was ignited at OSH. It's very VERY common to see people go
> more silent when they're within 2-3 months of completion. So,
> perhaps we're on the verge of an RV-10 population explosion!
> (snip)
> Tim Olson - RV-10 N104CD - Flying
Message 40
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| Subject: | Re: What's required for IFR operation of an Experimental A/C? |
Deems,
I'm listening. I've just been busy doing annuals and other things. Have two
more over the next three weeks and then will start back wiring.
Did you ever get anything from Freeflight?
Pat
Deems Davis <deemsdavis@cox.net> wrote:
Boy, is this opening up a can of worms ! I've seen the other responses
to this inquiry, I think I've read most everything I can find on this
subject, as in most things the devil is in the details. E.g. What do you
need to have to be legal to fly IFR WAAS approaches in an EXP aircraft?
Do you need a TSO'd WAAS GPS? (I'm under the impression that you do, as
opposed to a WAAS 'enabled/capable GPS'). If the WAAS GPS is a sensor
(Freeflight) and not a Garmin 430/480/480 and is attached/integrated
with an EXP EFIS system, does the EFIS system need to be able to supply
the RAIM error notification for the WAAS GPS ? (I dont' believe any of
the EXP EFIS systems currently do this) . ??????
Pat Thyssen, you got your ears on????
I've put 3 calls into my FSDO and left 3 messages on this topic and
haven't got a call back.
I spoke with one builder who indicated he was told by his FSDO that they
are individually approving ea EXP IFR aircraft !!!
Deems Davis # 406
'Its all done....Its just not put together'
http://deemsrv10.com/
Bill Reining wrote:
>
> I had a discussion tonight after our monthly EAA chapter meeting with another
builder about glass panels and backup steam gauges. He had heard that the major
reason folks put in backup steam gauges (e.g. analog airspeed, altimeter and
horizon) is: they are a relatively inexpensive way to obtain some TSO'd instruments.
Why TSO? Because they have demonstrated compliance to various specs necessary
for IFR qualification. On the other hand, the various glass EFIS are
not certified, thus have no credentials to prove they can meet IFR specs. It's
not that they have to be certified, just that one has to be able to show that
certain important instruments meet IFR requirements (whatever that might be...
accuracy? stability?) Well anyway, does any of this make sense? Perhaps a better
question: are there really any requirements that must be met before an Experimental
category aircraft can fly IFR?
>
> --------
> Bill (and Jon) Reining
> 40514
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=130414#130414
>
>
>
Message 41
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| Subject: | Control stick freq flip/flop |
I'm debating whether or not to connect the Freq Flip-Flop switch to my
control grips. My initial thought is to NOT connect it, I have the
capability of changing freq's either through my EFIS or direct through
the radio/s and adding yet another option increases complexity and
failure points. However in the back of my mind I recall a post from
someone how either loved or hated this feature on their stick, anybody
out there?
Deems Davis # 406
'Its all done....Its just not put together'
http://deemsrv10.com/
Message 42
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| Subject: | ES Airflow fuel pump questions |
We use a touch of engine oil on the fuel line nuts and injector nozzles.
It's real easy to clog an injector and engine oil is fuel soluble. NPT
fittings receive a bit of Loctite antiseize, but only on the threads and
we take care not to over apply. Brass fittings flake, and aluminum on
aluminum with out anything galls.
.02 spent
Allen Barrett
BPE, Inc
-----Original Message-----
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Tim Olson
Sent: Thursday, August 23, 2007 1:15 PM
Subject: Re: RV10-List: ES Airflow fuel pump questions
Ahhhh, awesome catch. Yes, I'm only talking flare fittings.
As far as the pipe thread fittings, I did use sealant on those
and I would suggest people do. One interesting thing though...
on the fuel spider and injectors, they don't use any sealant
at all...at least at aerosport. That I thought was strange,
but I guess not.
So yes:
NPT = sealant (but not necessarily on ALL NPT fittings)
Flare = Nothing needed
Is that what you found too?
Tim Olson - RV-10 N104CD - Flying
do not archive
Jesse Saint wrote:
<jesse@saintaviation.com>
>
> Are you talking about all of the fuel fittings, or just the flare
fittings?
> There are pipe threads in the fuel system. Did you use the fuel lube
on
> them? Just for clarification.
>
> Do not archive
>
> Jesse Saint
> Saint Aviation, Inc.
> jesse@saintaviation.com
> www.saintaviation.com
> Cell: 352-427-0285
> Fax: 815-377-3694
>
> -----Original Message-----
> From: owner-rv10-list-server@matronics.com
> [mailto:owner-rv10-list-server@matronics.com] On Behalf Of Tim Olson
> Sent: Thursday, August 23, 2007 2:24 PM
> To: rv10-list@matronics.com
> Subject: Re: RV10-List: ES Airflow fuel pump questions
>
>
> Good write up. As for the fuel lube though, it's not a necessity
> to use anything on the fuel fittings. I'm not saying it's not
> a good idea, but it's not a necessity. I have nothing on any of
> my AN fittings for any of my fuel lines. The seal is made
> by the fit of the flare to the fitting.
>
> Tim Olson - RV-10 N104CD - Flying
> do not archive
>
>
> Jae Chang wrote:
<jc-matronics_rv10@jline.com>
>>
>> I finally received my fuel pump and made the following
observations...
>>
>> 1. I had to tweak the bending of the curvy fuel line, because it was
>> routing directly over the fuel filter. In its initial configuration,
it
>> would have made removing the fuel filter extremely difficult, as the
>> fuel line would have been directly in the way. I'm assuming this
should
>> be a regular maintenance item, to remove the filter and clean it. The
>> product sheet mentioned doing this after the first 5 to 10 hours
after
>> initial flight.
>>
>> This is a picture of someone else's tunnel. forgot to take a picture
of
>> mine before modifying it:
>>
>
http://www.jline.com/log/aviation/build/airframe/fuselage/sec37/photos/P
1000
> 920.html
>>
>> This is a picture directly from Van's catalog:
>> http://www.vansaircraft.com/images/catalog/cat-med_fi-install.jpg
>>
>> 2. As a consequence of #1 above, i removed the AN fitting off of the
>> fuel pump at the end of the curvy line. I was surprised to find the
>> AN fitting's threads to be dry - ie, no fuel lube or paste of any
kind.
>>
>> Should we be double checking these fittings on the fuel pump AN
>> fittings? Granted, there are only 2 (each end of curvy line) that i
>> would be concerned with. The other fittings all have some kind of
white
>> paste around their threads.
>>
>> Anyway, curious what others experience is in this area. Is it just me
or
>> did anyone else assume this pre-made part is good to go - receive in
the
>> mail and install. Or am i being too naive on such a critical part?
>>
>> Jae
>> #40533
>> Fuse section 29 thru 38
>>
>
>
>
>
>
>
>
>
Message 43
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|
| Subject: | FYI - Ceiling idea using a plastic box from Radio Shack |
Great idea! I've been think forward to this and didn't want to use a full c
onsol. Just something small to cover the bolts and hang a map light.
Thanks for sharing,
Vern Smith (#324 controls)
do not archive
RV10-List: FYI - Ceiling idea using a plastic box from Radio ShackTo: rv10-
list@matronics.com
Here is an idea I used for lights in the ceiling that covered the four bolt
s for the front brace.
http://www.vansairforce.com/community/showthread.php?t 787 Scott Schmid
tscottmschmidt@yahoo.com
_________________________________________________________________
Find a local pizza place, movie theater, and more=85.then map the best rout
e!
http://maps.live.com/default.aspx?v=2&ss=yp.bars~yp.pizza~yp.movie%20th
eater&cp=42.358996~-71.056691&style=r&lvl=13&tilt=-90&dir=0&alt
=-1000&scene-0607&encType=1&FORM=MGAC01
Message 44
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| Subject: | Re: Control stick freq flip/flop |
I know I like it....
One hand on the stick flying, one on the EFIS, choosing the freq from
the list and hitting SEND TO COM1. Then I just flick the switch
on the stick and I'm active...never had to reach for the radio.
I don't use it all the time, but unless you have another
function you want to use, it's a good one. I have the switch
set to push up flip/flop COM1, and down flip/flop COM2.
Tim Olson - RV-10 N104CD - Flying
do not archive
Deems Davis wrote:
>
> I'm debating whether or not to connect the Freq Flip-Flop switch to my
> control grips. My initial thought is to NOT connect it, I have the
> capability of changing freq's either through my EFIS or direct through
> the radio/s and adding yet another option increases complexity and
> failure points. However in the back of my mind I recall a post from
> someone how either loved or hated this feature on their stick, anybody
> out there?
>
> Deems Davis # 406
> 'Its all done....Its just not put together'
> http://deemsrv10.com/
>
Message 45
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| Subject: | OP Tech Acquisition |
I was down at Stein's today trying to debug some items on the panel and
needed to call OP for info. Because of the purchase they are not taking any
calls. Does not give one a warm fuzzy. Visions of Direct to?
Gary
40274
-----Original Message-----
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Deems Davis
Sent: Thursday, August 23, 2007 9:59 AM
Subject: Re: RV10-List: OP Tech Acquisition
I don't know, My guess is that they want to continue to support the EXP
market as thats the ONLY source for revenue for OP at the moment. As
all mergers/acquisitions go ultimately it depends on how its managed. Op
was growing and expanding at the time. (their prices were increasing as
well!).There major focus this past year has been certification of their
10 inch product for the Cirus retro fit market. Its got all of the
function that the G1000 has (minus the same functions that we have in
the EXP product, syn vis, HITS, etc). Some of the things they are
putting in the certified product have found their way into the EXP
product recently (XM weather, e.g) and talking to Darren, they have a
list of others they want to move as well.
Deems Davis # 406
'Its all done....Its just not put together'
http://deemsrv10.com/
Now if only I could find an 'affordable' FLIR camera...........
Message 46
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| Subject: | Control stick freq flip/flop |
I have decided to include it on both pilot & pax control sticks (plus a
full pax deactivation switch). I debated and debated and finally decided
to include it on my stick. I figure removing the feature it is easier
than deciding later that I want to add it. My thinking was when I am
flying ahead of my plane either my G900X will have the next comm loaded
or I will have entered it in the stand by and rather than reach up again
I will just hit the switch. Why not...
Robin
Message 47
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| Subject: | Re: OP Tech Acquisition |
Well, I would say it can't be a flashback to D2.....I mean,
D2 was being run by at least one person fully acting as a
criminal, and personally stealing the money that was sent to
them. This isn't anything like that...it's just a buyout.
I was informed today by our mutual pal that I was way off base
as to the size of the company. Sure, their website makes it
look like they just make some basic stuff, but I guess they
make that basic stuff for the big iron. So, it could be a
good thing. Just have to figure out if they're buying it
to keep distributing towards experimental, or if they're
buying it to buy all the patents and use it on their
large and military type stuff. With a company with some
cash, it could breathe life into a company that might have
been cash starved. I guess we'll see.
Tim Olson - RV-10 N104CD - Flying
do not archive
gary wrote:
>
> I was down at Stein's today trying to debug some items on the panel and
> needed to call OP for info. Because of the purchase they are not taking any
> calls. Does not give one a warm fuzzy. Visions of Direct to?
>
> Gary
> 40274
>
> -----Original Message-----
> From: owner-rv10-list-server@matronics.com
> [mailto:owner-rv10-list-server@matronics.com] On Behalf Of Deems Davis
> Sent: Thursday, August 23, 2007 9:59 AM
> To: rv10-list@matronics.com
> Subject: Re: RV10-List: OP Tech Acquisition
>
>
> I don't know, My guess is that they want to continue to support the EXP
> market as thats the ONLY source for revenue for OP at the moment. As
> all mergers/acquisitions go ultimately it depends on how its managed. Op
> was growing and expanding at the time. (their prices were increasing as
> well!).There major focus this past year has been certification of their
> 10 inch product for the Cirus retro fit market. Its got all of the
> function that the G1000 has (minus the same functions that we have in
> the EXP product, syn vis, HITS, etc). Some of the things they are
> putting in the certified product have found their way into the EXP
> product recently (XM weather, e.g) and talking to Darren, they have a
> list of others they want to move as well.
>
> Deems Davis # 406
> 'Its all done....Its just not put together'
> http://deemsrv10.com/
>
>
> Now if only I could find an 'affordable' FLIR camera...........
>
>
>
>
>
>
>
>
>
>
>
Message 48
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|
I emailed them with the same question 2 months ago and they said they
expected to ship it this summer. I don't think we will be seeing it
anytime
soon.
Best Regards,
Patrick ONeikk
#40715
-----Original Message-----
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of
tdawson-townsend@aurora.aero
Sent: Thursday, August 23, 2007 12:49 PM
Subject: RV10-List: E-Mag update
The fellows at E-Mag had this to say to a recent inquiry from me on
6-cylinder versions:
Yes we are working on our six cylinder version right now. I'd expect to
see
something perhaps around the first of the year.
Having said that, I need to add my standard disclaimer: You are advised
to
give NO weight to anything we ever say regarding product release dates.
Please don't hesitate to call or write if you have any other questions.
Kindest Regards,
Brad Dement
E-MAG Ignitions
2014 Greg Street
Azle, Texas 76020
(817) 444-5310
Tim Dawson-Townsend
Aurora Flight Sciences
tdt@aurora.aero
617-500-4812 (office)
617-905-4800 (mobile)
Message 49
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| Subject: | OP Tech Acquisition |
Starting to sound like another Chelton/Sierra acquisition. I never heard of the
Chelton Group before that.
Michael
Do not archive.
-----Original Message-----
From: owner-rv10-list-server@matronics.com [mailto:owner-rv10-list-server@matronics.com] On Behalf Of Tim Olson
Sent: Thursday, August 23, 2007 4:57 PM
Subject: Re: RV10-List: OP Tech Acquisition
Well, I would say it can't be a flashback to D2.....I mean,
D2 was being run by at least one person fully acting as a
criminal, and personally stealing the money that was sent to
them. This isn't anything like that...it's just a buyout.
I was informed today by our mutual pal that I was way off base
as to the size of the company. Sure, their website makes it
look like they just make some basic stuff, but I guess they
make that basic stuff for the big iron. So, it could be a
good thing. Just have to figure out if they're buying it
to keep distributing towards experimental, or if they're
buying it to buy all the patents and use it on their
large and military type stuff. With a company with some
cash, it could breathe life into a company that might have
been cash starved. I guess we'll see.
Tim Olson - RV-10 N104CD - Flying
do not archive
gary wrote:
>
> I was down at Stein's today trying to debug some items on the panel and
> needed to call OP for info. Because of the purchase they are not taking any
> calls. Does not give one a warm fuzzy. Visions of Direct to?
>
> Gary
> 40274
>
> -----Original Message-----
> From: owner-rv10-list-server@matronics.com
> [mailto:owner-rv10-list-server@matronics.com] On Behalf Of Deems Davis
> Sent: Thursday, August 23, 2007 9:59 AM
> To: rv10-list@matronics.com
> Subject: Re: RV10-List: OP Tech Acquisition
>
>
> I don't know, My guess is that they want to continue to support the EXP
> market as thats the ONLY source for revenue for OP at the moment. As
> all mergers/acquisitions go ultimately it depends on how its managed. Op
> was growing and expanding at the time. (their prices were increasing as
> well!).There major focus this past year has been certification of their
> 10 inch product for the Cirus retro fit market. Its got all of the
> function that the G1000 has (minus the same functions that we have in
> the EXP product, syn vis, HITS, etc). Some of the things they are
> putting in the certified product have found their way into the EXP
> product recently (XM weather, e.g) and talking to Darren, they have a
> list of others they want to move as well.
>
> Deems Davis # 406
> 'Its all done....Its just not put together'
> http://deemsrv10.com/
>
>
> Now if only I could find an 'affordable' FLIR camera...........
>
>
Message 50
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| Subject: | Re: Baggage door alarm |
I used micro switches for all my door adjar indicators. More positive than
magnets and no stray magnetic fields to mess things up.
See http://www3.telus.net/elfrench/RV-10_main.htm , go to the blog and open
the February archive. Go to the bottom of the page for photos.
Ted French
C-FXCS flying
----- Original Message -----
From: <nick@nleonard.com>
Sent: Thursday, August 23, 2007 11:39 AM
Subject: RV10-List: Baggage door alarm
>
> For those of you that haven?Tt put in your door alarms yet, I might
suggest a slight improvement. For some reason Van?Ts is using a Normally
Open (N.O.) reed switch (magnetic contact switch) for the door alarms which
requires that you put a relay in-line to reverse the function to a Normally
Closed (N.C.) operation. I wanted to add a door open alarm to the baggage
door as well, but didn?Tt want the added complexity of the relays. I found
a N.C. switch that comes with a flanged press fit for a simple clean
installation in the baggage door frame. I installed it just below the latch
area by drilling through from the rib behind the door using the hole that
was already there but used for manufacturing the rib and drilled straight
through into the baggage door frame. This same unit can be used in the
cabin doors, either mounted as the plans suggest or you could do the press
fit at any part along the frame and the magnet press fit into the door. Now
you can wire the units !
> without the relays in-line, simplifying the parts count, weight, and
points of failure, plus have the same parts for all locations. I used mine
in combination with the Riverhead-Aero Door Guides and Pins that have the
built in magnet in the pins.
>
> The contacts that I found are from GRI (www.grisk.com) and made for the
home alarm industry. I used the 3030-12W (the W is white, also available in
brown and black). It has a 3/8? diameter press fit but is also available
in a ? as the 60-RF. They are also available without the flange if you
aren?Tt going to take advantage of the flush fit on the baggage door frame.
Either form factor can be adapted if you need to. They also have several
different magnet strengths available. I would suggest the standard, weakest
magnets which should give you up to a ? gap. You don?Tt want to have
it reading ?oclosed? while the door is still partially open. The Wide-Gap
(-WG) will give you up to a 1? opening. These units come with 6? wired
leads or you can order them with screw terminals.
>
> I got mine at Metro Electronics (916-442-1512) in Sacramento. They have
no web ordering (www.metro-electronics.com) but will ship if you call them
directly. I also found them at a place called ASI Home
(http://www.asihome.com/ASIshop/product_info.php?manufacturers_id=39&product
s_id=739)
> ASI normally sells them in packages of 10 at $1.63 each for the 3030-12W
version and $2.03 for the 60RF-12W. It is about a wash if you buy five sets
vs. the package of ten but check the pricing. They all come as a set with
the magnet. I think I paid ~$3.65 for the individual pairs (3030-12W) at
Metro. ASI will also sell them individually but you will need to call them
(800-263-8608) to get pricing and availability since they don?Tt seem to
list the 3030 version on the website but do stock some. When ordering;
confirm that you are getting the Normally Closed, 12 volt, flanged (or
unflanged), standard magnet, white (if you care), 6? leads (or screw
terminals) in either the ? or 3/8? version.
>
> If you mount the switches on the doors the way the plans suggest using the
Adel clamp rather than the flush mount in the frame you have the advantage
of being able to adjust the gap distance which could be helpful if you order
the wide gap (WG) version of the magnet.
>
> Enjoy,
>
> Nick
> C:916-425-1064
> Nick@NLeonard.com
>
> --------
> Nick Leonard
> RV-10 (40015) Finish
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=130554#130554
>
>
Message 51
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| Subject: | OP Tech Acquisition |
Well...I truly don't have any more information than anyone else regaring the
OP acquisition. What I do know from past lives in the airline business is
that Aerosonic is not some small player in a small market. They are a large
(many tens of million $$) company that supplies products to very high end
and heavy iron. At least in that market I know they are well entrenched and
well respected. I've not personally dealt with them or their products in a
long time.
I also do not yet have any 1st hand knowledge of the situation other than
what we all have read online so I'd be remiss to comment any further without
knowing any details.
What I do know is that both Gary and Deems have REALLY nice panels. The
work Gary did on his panel looks like it came out of an professional
avionics shop, and I think you'll all be impressed when you see it in the
plane. Deems already has a panel that is good looking so I don't want to
make his head any bigger!
Hopefully we'll all have some good news in the near future. I guess we'll
all have to sit and wait to see how this shakes out.
Just my 2 cents as usual.
Cheers,
Stein.
>-----Original Message-----
>From: owner-rv10-list-server@matronics.com
>[mailto:owner-rv10-list-server@matronics.com]On Behalf Of gary
>Sent: Thursday, August 23, 2007 4:18 PM
>To: rv10-list@matronics.com
>Subject: RE: RV10-List: OP Tech Acquisition
>
>
>
>I was down at Stein's today trying to debug some items on the panel and
>needed to call OP for info. Because of the purchase they are not
>taking any
>calls. Does not give one a warm fuzzy. Visions of Direct to?
>
>Gary
>40274
>
>-----Original Message-----
>From: owner-rv10-list-server@matronics.com
>[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Deems Davis
>Sent: Thursday, August 23, 2007 9:59 AM
>To: rv10-list@matronics.com
>Subject: Re: RV10-List: OP Tech Acquisition
>
>
>I don't know, My guess is that they want to continue to support the EXP
>market as thats the ONLY source for revenue for OP at the moment. As
>all mergers/acquisitions go ultimately it depends on how its managed. Op
>was growing and expanding at the time. (their prices were increasing as
>well!).There major focus this past year has been certification of their
>10 inch product for the Cirus retro fit market. Its got all of the
>function that the G1000 has (minus the same functions that we have in
>the EXP product, syn vis, HITS, etc). Some of the things they are
>putting in the certified product have found their way into the EXP
>product recently (XM weather, e.g) and talking to Darren, they have a
>list of others they want to move as well.
>
>Deems Davis # 406
>'Its all done....Its just not put together'
>http://deemsrv10.com/
>
>
>Now if only I could find an 'affordable' FLIR camera...........
>
>
Message 52
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| Subject: | Re: Flap switch install? |
Here's where I put mine (pictures attached). Note, one picture has a mirror
in it to show switch actuation on the bottom of the flap actuator.
For guys on the digest, go to _http://forums.matronics.com_
(http://forums.matronics.com) and search for this thread. The pictures are
available there.
-Jim
40134
In a message dated 8/19/2007 9:33:13 P.M. Eastern Daylight Time,
tdawson-townsend@aurora.aero writes:
Where have folks installed the micro-switch on the flap system for use with
an AOA Sport? I checked the website, but couldn=99t find anything sp
ecific on
the preferred install location.
Pictures appreciated, if you can send them directly to my email address.
(us digest folks don=99t get attachments)
Thanks,
TDT
Tim Dawson-Townsend
Aurora Flight Sciences
_tdt@aurora.aero_ (mailto:tdt@aurora.aero)
617-500-4812 (office)
617-905-4800 (mobile)
Jim "Scooter" McGrew
_http://www.mit.edu/~jsmcgrew_ (http://www.mit.edu/~jsmcgrew)
t
http://discover.aol.com/memed/aolcom30tour
Message 53
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| Subject: | Re: Control stick freq flip/flop |
I, too, have the flip flop on both stick grips.
I would not like to be without it. Like Tim - very handy.
grumpy
N184JM
do not archive
In a message dated 8/23/2007 4:12:51 PM Central Standard Time, Tim@MyRV10.com
writes:
I know I like it....
One hand on the stick flying, one on the EFIS, choosing the freq from
the list and hitting SEND TO COM1. Then I just flick the switch
on the stick and I'm active...never had to reach for the radio.
I don't use it all the time, but unless you have another
function you want to use, it's a good one. I have the switch
set to push up flip/flop COM1, and down flip/flop COM2.
Tim Olson - RV-10 N104CD - Flying
do not archive
Deems Davis wrote:
>
> I'm debating whether or not to connect the Freq Flip-Flop switch to my
> control grips. My initial thought is to NOT connect it, I have the
> capability of changing freq's either through my EFIS or direct through
> the radio/s and adding yet another option increases complexity and
> failure points. However in the back of my mind I recall a post from
> someone how either loved or hated this feature on their stick, anybody
> out there?
>
> Deems Davis # 406
> 'Its all done....Its just not put together'
> http://deemsrv10.com/
>
http://discover.aol.com/memed/aolcom30tour
Message 54
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| Subject: | Baggage door alarm |
Tim you continue to bring a smile to my face as you share valuable
insight into our wonderful RV-10 aircraft and its assemblage.
I can vouch first hand on the accuracy of your observation and the
importance of equipment placement and installation procedures. All too
often we plunge into the build without being fully informed on the
casual/effect of our actions. Not long ago there was a post on the need
for a magnetic compass and that device too is significantly effected by
ferrous product placement, energizing of electric circuitry and the use
of non magnetic tools.
AHRS is a wonderful thing. Boy do you make this list a pleasure to read
even for the daily lurker. Those who have asked me to do an EAA
progress inspection know that I ask them to consider serviceability when
they are wildly throwing parts from the pile into a precision build.
The day you stop as the manufacturer you immediately begin to go "Wow, I
wish I had thought about that earlier". The Repairman in each of us
will appreciate the time invested in our planning during manufacturing,
once it is assembled and we begin the "Safe Maintenance Cycle" after our
flyoff.
John Cox
#40600
EAA Tech #5242
-----Original Message-----
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Tim Olson
Sent: Thursday, August 23, 2007 12:32 PM
Subject: Re: RV10-List: Baggage door alarm
Whatever you do, don't take this as criticism or anything negative.
It's just something I'm gonna throw out there for thought.
Over the past few years, speaking with people about AHRS and
magnetometer sensitivity, I've come to learn exactly how
sensitive an AHRS magnetometer can be. They can detect coins
even many feet away, and in fact for installation they
have the installer use non-magnetic hardware. People have
had things like steel roll cages in the front of the airplane
become slightly magnetized and throw off a magnetometer. I've
even heard that nickel edged props have caused issues with
AHRS magnetometers. When another friend was having problems
with his Crossbow, Crossbow insisted at first that the problem
was likely caused by his carrying the towbar in the baggage
area. Recently I was flying and had a lightly magnetic
screwdriver in the front seat...I could watch my vertical card
compass move even with the screwdriver a couple feet away.
I just point this out as something to think about while adding
ANY kind of magnetic sensor to your airframe. It might all
depend on your avionics systems, where they're mounted, how
sensitive they are, and many factors. But, I can tell you that
if I were picking a magnetic device to be used in a door sensor,
I'd try to go with the weakest magnet I could. I myself
am considering buying the rivethead door latch pin setup, but
I'm not sure if I'll want to get the magnetic tips or not
yet. The probably would cause no problems at all, so I
may just get them. But, it's something to think about.
One thing for certain...if you're using a magnetometer based
system, you'll want to perform a full calibration of it, in
the final magnetic environment, preferably with a running
engine and all avioncs lit up, as there will absolutely be
various magnetic effects that you need to account for.
Using that calibration should help nullify some of the stuff
that you install that might have an effect, as long as it
doesn't move.
All just info to think about, but I'm not trying to discourage
anyone from adding such things....just test for effects along
the way.
Tim Olson - RV-10 N104CD - Flying
do not archive
Message 55
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| Subject: | Tough nut on SD-20 |
If you are using an SD-20 and a 90 degree oil filter adapter on your
RV-10 you will find that placing and tightening the lower inboard nut
on the alternator is very difficult. I thought about taking the oil
filter adapter off but then it looked like I would have similar
problems with the bolts on the adapter. The problem is that the
space is so limited that if you can hold the nut to the threads of
the stud you can't turn it. After trying off and on for a week I
finally came up with a solution. I hot glued the nut to the outside
of a 1/2" router bearing and then I glued a small piece of sheet
metal to the hole in the center of the bearing making sure it was
free to spin. A 90 degree bend in the sheet metal at the bearing got
the nut lined up with the stud. I was finally able to get the nut
on by holding it in position and my wife spun it on the stud.
Breaking the hot glue joints is easy but the nut is still not tight.
To tighten the nut I used a tool from Aircraft Tool Supply the Rapco
vacuum pump wrench # RA716 ($26.95)which after a small bend did the
job nicely. I've enclosed a couple of photos.
I hope none of you guys are going to tell me there is a really easy
way to do this.
Sheldon Olesen
#40080 Finishing baffling
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Message 56
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| Subject: | FW: [LML] New Avionics |
John is a noted attorney with one of Oregon's most respected Law firms -
Davis, Wright Tremaine. That aside and my general distrust of
attorney's in general, his post on avionics is worth posting for the
lurking RV-10 crowd solely because he is noted for his kit-building
accomplishments.
What is more impressive is his spectacular production of a Lancair
Legacy it's evolutionary and progressive panel replacements and his
ability to "Walk the Walk". With the recent sale of OP Technologies and
the slams that Rob Hickman has taken on product delivery, this post
shines some needed light on our passion.
Oh Yeh, I think I remember reading that Rob was working with (dare I
say) Honeywell. Boy, did Matt say the list was quiet?
John Cox
-----Original Message-----
From: Lancair Mailing List [mailto:lml@lancaironline.net] On Behalf Of
Halle, John
Sent: Thursday, August 23, 2007 2:06 PM
Subject: [LML] New Avionics
In the avalanche of criticisim of this or that avionics manufacturer,
one point seems to have been lost: think back 10, or even 5 years ago.
A good deal of what homebuilders are routinely putting in their aircraft
for all-in panel prices in the $40-100K range was not available at all,
anywhere, for any aircraft, at any price. Most of the rest was
available in high-end business aircraft for prices in the millions
(that's for the panel, not the airplane.) There is a revolution going
on in avionics and a great deal of it is being led (for the first time
in history) by the experimental market, i.e. by individuals or small
groups of individuals with some knowledge, very little money and a dream
that they are willing to work 18 hour days, 7 days a week to realize.
Many of them have left well-paying, secure, "normal" jobs to pursue that
dream and we are the beneficiaries of their efforts.
Having gone through the installation of two complete panels in the last
six years, I have had an opportunity both to witness and to benefit from
this revolution. What my small airplane is now capable of is quite
simply amazing. It equals or exceeds the capability of the most
advanced airliners in service (in terms of features if not reliability)
and costs a miniscule fraction of what the airline systems cost.
We have come to expect (and for the most part have been delivered)
performance just short of miraculous at prices that, compared to
comparable certified products, are laughable. The price we pay (and it
is a small one compared to the benefit) is that the cutting edge
products that we get with the latest revs available are effectively
"beta" products. While the basic system generally works, the latest
features often have "glitches" that require tweaking. The small
companies that make these products encounter (not surprisingly)
unexpected issues that sometimes delay the deployment of some
incredible, whizbang feature for a few weeks. The excruciating,
expensive and time-consuming testing that goes into a certified product
is replaced by the actual, in-use experience of pilots who elect to buy
and install these sytems. In the end, everything works but it is a
process, not a plug-and-play event.
For those who expect everying to work as advertized, there is a simple
solution: Go see Honeywell. They will sell you, for several million
dollars, an FMS system that works to spec from day one (at least
following acceptance tests.) Of course it won't fit in your RV or
Lancair or Glassair of whatever so you will have to shell out another
$40-60 million to get a G-5 and you will have a really awesome system,
just like the one Phil Knight has in the hangar next to mine.
For the rest of us, for whom this is neither a viable nor an attractive
alternative, we owe an immense debt of gratitude to all of the small
avionics manaufacturere (yes, all of them) who have done so much to make
possible what, only a few years ago, we could not even have dreamed of.
(But I still don't agree with you about the AOA, Rob.)
--
For archives and unsub
http://mail.lancaironline.net:81/lists/lml/List.html
Message 57
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| Subject: | FW: [LML] New Avionics |
Oh blasphemy. John Halle is with Stoel, Rives not Davis, Wright,
Tremaine. Another large group of successful litigators.
John Cox
#600
Message 58
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| Subject: | OP Tech Acquisition |
Thanks Stein for the compliment. Large head feels good
Gary
-----Original Message-----
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of SteinAir, Inc.
Sent: Thursday, August 23, 2007 5:39 PM
Subject: RE: RV10-List: OP Tech Acquisition
Well...I truly don't have any more information than anyone else regaring the
OP acquisition. What I do know from past lives in the airline business is
that Aerosonic is not some small player in a small market. They are a large
(many tens of million $$) company that supplies products to very high end
and heavy iron. At least in that market I know they are well entrenched and
well respected. I've not personally dealt with them or their products in a
long time.
I also do not yet have any 1st hand knowledge of the situation other than
what we all have read online so I'd be remiss to comment any further without
knowing any details.
What I do know is that both Gary and Deems have REALLY nice panels. The
work Gary did on his panel looks like it came out of an professional
avionics shop, and I think you'll all be impressed when you see it in the
plane. Deems already has a panel that is good looking so I don't want to
make his head any bigger!
Hopefully we'll all have some good news in the near future. I guess we'll
all have to sit and wait to see how this shakes out.
Just my 2 cents as usual.
Cheers,
Stein.
>-----Original Message-----
>From: owner-rv10-list-server@matronics.com
>[mailto:owner-rv10-list-server@matronics.com]On Behalf Of gary
>Sent: Thursday, August 23, 2007 4:18 PM
>To: rv10-list@matronics.com
>Subject: RE: RV10-List: OP Tech Acquisition
>
>
>
>I was down at Stein's today trying to debug some items on the panel and
>needed to call OP for info. Because of the purchase they are not
>taking any
>calls. Does not give one a warm fuzzy. Visions of Direct to?
>
>Gary
>40274
>
>-----Original Message-----
>From: owner-rv10-list-server@matronics.com
>[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Deems Davis
>Sent: Thursday, August 23, 2007 9:59 AM
>To: rv10-list@matronics.com
>Subject: Re: RV10-List: OP Tech Acquisition
>
>
>I don't know, My guess is that they want to continue to support the EXP
>market as thats the ONLY source for revenue for OP at the moment. As
>all mergers/acquisitions go ultimately it depends on how its managed. Op
>was growing and expanding at the time. (their prices were increasing as
>well!).There major focus this past year has been certification of their
>10 inch product for the Cirus retro fit market. Its got all of the
>function that the G1000 has (minus the same functions that we have in
>the EXP product, syn vis, HITS, etc). Some of the things they are
>putting in the certified product have found their way into the EXP
>product recently (XM weather, e.g) and talking to Darren, they have a
>list of others they want to move as well.
>
>Deems Davis # 406
>'Its all done....Its just not put together'
>http://deemsrv10.com/
>
>
>Now if only I could find an 'affordable' FLIR camera...........
>
>
Message 59
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| Subject: | What engine would you buy? |
Here is a testimonial that I take to the bank.
For those lurkers who are making a single lifetime selection, it is
worthy of the time you invest to research. I don't know if they do
Subies yet ;-)?
John Cox (no financial interest in BPE just in long-term sustained safe
flight and enjoyable hours of operation of ownership after the purchase
decision)
#40600
________________________________
From: Lancair Mailing List [mailto:lml@lancaironline.net] On Behalf Of
Brent Regan
Sent: Thursday, August 23, 2007 2:06 PM
Subject: [LML] Re: What engine would you buy?
Monty Barrett did the original overhaul on the IO540K Lycoming I
converted to a TIO540 for my IV-P. I used to own a race prep shop and
have built dozens of endurance racing Porsche and Mazda engines. I also
had a dynamometer in the shop. Before picking BPA to do the overhaul I
visited his shop and talked to Monty at length. Not only does he know
how to build engines, he knows engine theory and is well respected by
those who design engines. I have over 1,000 hours on my engine and
only the magnetos, plugs, filters and oil have been changed.
Compression is still in the mid 70's
You may be able to find someone who can do as good a job as BPE but I
seriously doubt you can find someone who can do a better job.
Regards
Brent Regan
Message 60
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| Subject: | Re: Interesting comments about EFIS's in current thread on |
Lancair List
To add to Brent's comments (thanks for posting them Tim) I have seen million
$ certified EFIS systems die in top of the line corporate jets. In one
case it was attributed to too much heat build up. Ample time was spent in
the simulators dealing with EFIS failures at the worst possible times.
Another area that deserves consideration is the prospect of flying GPS
approaches with avionics that do not have
all of the required integrity monitoring, position refresh rates and
appropriate annunciations. I certainly can not explain everything required
but recommend Keith Thomassen's excellent manual for starters.
Dick Sipp
N110DV 40065
Finishing frenzy
----- Original Message -----
From: "Tim Olson" <Tim@MyRV10.com>
Sent: Thursday, August 23, 2007 1:11 PM
Subject: RV10-List: Interesting comments about EFIS's in current thread on
Lancair List
>
> This a.m. I saw a real thought provoking thread start up
> on the Lancair List. I'll repost the early part of it here
> because it has some great thinking points that some people
> may be interested in.
>
> --
> Tim Olson - RV-10 N104CD - Flying
> do not archive
Message 61
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| Subject: | Re: Tough nut on SD-20 |
When BPE built my engine Allen said that if I'd send him the SD-20
they'd install it during the build, he said it would be a !#$$!$
afterward, now I know.
THANKS Allen!
Deems Davis # 406
'Its all done....Its just not put together'
http://deemsrv10.com/
Sheldon Olesen wrote:
> If you are using an SD-20 and a 90 degree oil filter adapter on your
> RV-10 you will find that placing and tightening the lower inboard nut
> on the alternator is very difficult. I thought about taking the oil
> filter adapter off but then it looked like I would have similar
> problems with the bolts on the adapter. The problem is that the space
> is so limited that if you can hold the nut to the threads of the stud
> you can't turn it. After trying off and on for a week I finally came
> up with a solution. I hot glued the nut to the outside of a 1/2"
> router bearing and then I glued a small piece of sheet metal to the
> hole in the center of the bearing making sure it was free to spin. A
> 90 degree bend in the sheet metal at the bearing got the nut lined up
> with the stud. I was finally able to get the nut on by holding it in
> position and my wife spun it on the stud. Breaking the hot glue
> joints is easy but the nut is still not tight. To tighten the nut I
> used a tool from Aircraft Tool Supply the Rapco vacuum pump wrench #
> RA716 ($26.95)which after a small bend did the job nicely. I've
> enclosed a couple of photos.
>
> I hope none of you guys are going to tell me there is a really easy
> way to do this.
>
> Sheldon Olesen
> #40080 Finishing baffling
>
>
> ------------------------------------------------------------------------
>
>
> ------------------------------------------------------------------------
>
>
> <pre><b><font size=2 color="#000000" face="courier new,courier">
>
> href="http://www.matronics.com/Navigator?RV10-List">http://www.matronics.com/Navigator?RV10-List</a>
>
> href="http://forums.matronics.com">http://forums.matronics.com</a>
>
> </b></font></pre>
>
Message 62
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| Subject: | Re: What's required for IFR operation of an Experimental |
A/C?
Not sure you REALLY want to ask your questions, but the person at SDL
FSDO that knows something on the subject, if I remember the name
correctly is something like Bruce Bessette.
Deems Davis wrote:
>
> Boy, is this opening up a can of worms ! I've seen the other responses
> to this inquiry, I think I've read most everything I can find on this
> subject, as in most things the devil is in the details. E.g. What do
> you need to have to be legal to fly IFR WAAS approaches in an EXP
> aircraft? Do you need a TSO'd WAAS GPS? (I'm under the impression that
> you do, as opposed to a WAAS 'enabled/capable GPS'). If the WAAS GPS
> is a sensor (Freeflight) and not a Garmin 430/480/480 and is
> attached/integrated with an EXP EFIS system, does the EFIS system
> need to be able to supply the RAIM error notification for the WAAS GPS
> ? (I dont' believe any of the EXP EFIS systems currently do this) .
> ??????
>
> Pat Thyssen, you got your ears on????
>
> I've put 3 calls into my FSDO and left 3 messages on this topic and
> haven't got a call back.
>
> I spoke with one builder who indicated he was told by his FSDO that
> they are individually approving ea EXP IFR aircraft !!!
>
>
> Deems Davis # 406
> 'Its all done....Its just not put together'
> http://deemsrv10.com/
>
> Bill Reining wrote:
>>
>> I had a discussion tonight after our monthly EAA chapter meeting with
>> another builder about glass panels and backup steam gauges. He had
>> heard that the major reason folks put in backup steam gauges (e.g.
>> analog airspeed, altimeter and horizon) is: they are a relatively
>> inexpensive way to obtain some TSO'd instruments. Why TSO? Because
>> they have demonstrated compliance to various specs necessary for IFR
>> qualification. On the other hand, the various glass EFIS are not
>> certified, thus have no credentials to prove they can meet IFR
>> specs. It's not that they have to be certified, just that one has to
>> be able to show that certain important instruments meet IFR
>> requirements (whatever that might be... accuracy? stability?) Well
>> anyway, does any of this make sense? Perhaps a better question: are
>> there really any requirements that must be met before an Experimental
>> category aircraft can fly IFR?
>>
>> --------
>> Bill (and Jon) Reining
>> 40514
>>
>>
>>
>>
>> Read this topic online here:
>>
>> http://forums.matronics.com/viewtopic.php?p=130414#130414
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>
>
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