Today's Message Index:
----------------------
1. 03:50 AM - Re: Another one begins #40761 (Tim Olson)
2. 07:12 AM - Looking for some advise (Wayne Edgerton)
3. 07:19 AM - FAA reminder of the change to 406 MHz ELTs, in case you're in the buying mood (John Jessen)
4. 08:56 AM - Re: Looking for some advise (Dave Lammers)
5. 10:21 AM - First time Epoxy (Michael Wellenzohn)
6. 11:13 AM - Re: First time Epoxy (Deems Davis)
7. 11:25 AM - Re: First time Epoxy (Rene Felker)
8. 11:45 AM - Re: Looking for some advise (Kelly McMullen)
9. 12:49 PM - Re: Lancair Panel (RV_10)
10. 03:12 PM - Re: Another one begins #40761 (Scott Schmidt)
11. 06:36 PM - Lights, Engine, & FF Kit Q's (orchidman)
12. 07:08 PM - Re: Lights, Engine, & FF Kit Q's (Jesse Saint)
13. 07:31 PM - Re: FAA reminder of the change to 406 MHz ELTs, in case you're in the buying mood (Patrick ONeill)
14. 08:43 PM - Re: Lights, Engine, & FF Kit Q's (Robin Marks)
Message 1
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| Subject: | Re: Another one begins #40761 |
Welcome Doug, and thanks for announcing yourself! I'm sure you'll
find the RV-10 probably builds quicker and easier than the 7A, so
you should have it flying in what seems like record time, with
your skills already built. Have fun!
Tim Olson - RV-10 N104CD - Flying
do not archive
n277dl wrote:
>
> Well guys & gals the building begins again for me. I built a 7A with
> first flight in 2004. Have about 550 hrs on it but now it's time for
> a more roomy XC edition.
>
> The tail kit arrived this afternoon so I've spent the last couple
> hours getting the big pieces out and inventoried. Did slow build on
> the -7A but will probably go QB on the -10.
>
> I've met a few of you up at Boone as I'm located in Muscatine, IA.
> My son lives in Boone so the plane ends up there frequently.
>
> Interesting (at least for me) bit of useless information... the night
> I filled out the order form for the 7A was the first time the four
> seat plane was discussed on Vans web site. I called the next morning
> before faxing the order for the 7A in and asked about the four seater
> but was told it would be a couple years before it was in production.
> I couldn't wait that long to begin building so we decided to build
> the two seater and if the four seater made it and lived up to
> expecations and if we could complete the two seater we'd do it again.
>
>
> It did, we did so here we go again.
>
> Doug www.oncloud7.com/rv7.htm 10 builder #40761 7A flyer 550hrs
>
> -------- Doug RV7A flying ~500hrs
>
Message 2
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| Subject: | Looking for some advise |
I have couple of issues that maybe you ace mechanics/builders out there
can assist me with.
Problem 1
It appears that I have a right wing that is a little bit heavy. On the
ground when I push the stick to the right it will spring back to the
center/ neutral position when I let go. However when I push the stick to
the left, again on the ground, and let go it doesn't return to the
center position. The trim spring is in the left wing so to me I guess
that make sense, but is this the same thing that all of you are
experiencing? I'm thinking I may need to lower my right flap just a
little to bring the wing back up. Has anyone had this problem?
Problem 2 - A little more complex.
I have an Aerosport Power new IO540 engine with LASAR Electronic
Ignition. On my first flight I lost one of my mags. We installed a new
mag and retimed the engine. I am having a 200 to 225 rpm drop on each
mag on run-up check, even for both sides. In flight at 23sq and leaned
out, I did a mag test and got little or no mag drop on either mag. Also
if on the ground I lean out the engine for 1700rpm run-up I will get a
normal mag drop of 50 to 100. The symptom appears to be too rich of a
fuel servo on the ground.
Anyway here's what we've done so far, some sound a little strange, but
people were giving me their suggestions and I have been giving their
ideas a go.
- I changed the plugs to a fine wire plug.
- I changed the fuel servo out, which I really believed was going to
solve the problem.
- I leaned out the idle mixture more, but in my mind this really doesn't
affect the mixture at 1700rpm, but just taking suggested measures.
- I talked to a tech at Unison, LASAR, and he says he is confident that
it's not the LASAR box. I'm still not sure on this one.
Anyway after all of this I still have the mag drop. I've talked at
length with Bart at Aerosport, really nice guy, and he's a little
stumped also. They are going to fuel flow another fuel servo for me that
will be leaned out by them at the factory. I'm really not understanding
this one. Why would I need a fuel servo that has had special adjustments
made to it versus any other IO540. I need to talk to him again on this.
I still keep thinking it's the way we've timed it, but we've checked
that a couple of times. ??
Anyway if any of you smart sharp shooters out there have any great ideas
for me I would appreciate your feed back.
Wayne Edgerton N602WT
In the paint shop and stuck with honey do lists :>}
Message 3
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| Subject: | FAA reminder of the change to 406 MHz ELTs, in case you're |
in the buying mood
Termination of 121.5 MHz Beacons for Satellite Alerting is Coming Soon
Notice Number: NOTC0981
On 1 February 2009, the International Cospas-Sarsat
<outbind://9-000000001E9E920A61952742AC30BF52EA77BC2684AC2600/#_ftn1> [1]
Organization (U.S. included) will terminate processing of distress signals
emitted by 121.5 MHz Emergency Locator Transmitters (ELTs). This means that
pilots flying aircraft equipped with 121.5 MHz ELTs after that date will
have to depend on pilots of over flying aircraft and or ground stations
monitoring 121.5 to hear and report distress alert signals, transmitted from
a possible crash site.
Why is this happening?
Although lives have been saved by 121.5 MHz ELTs, the downside has been
their propensity to generate false alerts (approximately 98 percent of all
121.5 MHz alerts are false), and their failure to provide rescue forces with
timely and accurate crash location data. Both of which actually delay rescue
efforts and have a direct effect on an individual's chance for survival.
Rescue forces have to respond to all 121.5 MHz alerts to determine if they
are real distress alerts or if they are being generated by an interferer, an
inadvertent activation (by the owner) or equipment failure.
Is there an alternative?
Yes, the Cospas-Sarsat System (U.S. included) has been and will continue
processing emergency signals transmitted by 406 MHz ELTs. These 5 Watt
digital beacons transmit a much stronger signal, are more accurate,
verifiable and traceable to the registered beacon owner (406 MHz ELTs must
be registered by the owner in accordance with Federal Communications
Commission (FCC) regulation). Registration allows the search and rescue
authorities to contact the beacon owner, or his or her designated alternate
by telephone to determine if a real emergency exists. Therefore, a simple
telephone call often solves a 406 MHz alerts without launching costly and
limited search and rescue resources, which would have to be done for a 121.5
MHz alert. For these reasons, the search and rescue community is encouraging
aircraft owners to consider retrofit of 406 MHz ELTs or at a minimum,
consider the purchase of a handheld 406 MHz Personal Locator Beacon (PLB)
which can be carried in the cockpit while continuing to maintain a fixed
121.5 MHz ELT mounted in the aircraft's tail.
Remember, after February 1, 2009, the world-wide Cospas-Sarsat satellite
system will no longer process 121.5 MHz alert signals. Pilots involved in
aircraft accidents in remote areas will have to depend on pilots of over
flying aircraft and or ground stations to hear emergency ELT distress
signals. For further information concerning the termination of 121.5 MHz
data processing visit
<outbind://9-000000001E9E920A61952742AC30BF52EA77BC2684AC2600/SPANS/www.sars
at.noaa.gov> www.sarsat.noaa.gov
_____
<outbind://9-000000001E9E920A61952742AC30BF52EA77BC2684AC2600/#_ftnref1>
[1] The Cospas-Sarsat Organization provides a satellite based world-wide
monitoring system that detects and locates distress signals transmitted by
Emergency Locator Transmitters (ELTs), Emergency Position Indicating Radio
Beacons (EPIRBs) and Personal Locator Beacons (PLBs). The system includes
space and ground segments which process the signals received from the beacon
source and forwards the distress alert data to the appropriate
RescueCoordinationCenter for action.
Address SARSAT inquiries to:
NOAA SARSAT
NSOF. E/SP3
4231 SuitlandRoad
Suitland, MD 20746
Phone: 301.817.4515
Toll free: 888.212.7283
Fax: 301.817.4565
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Message 4
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| Subject: | Re: Looking for some advise |
Wayne,
On problem 1, I suggest that before you do anything with the airframe
such as flap adjustment, that you evaluate the wing heaviness with the
trim springs disconnected. In a (theoretically) frictionless system, it
should make no difference as to which wing the trim springs/servo is
mounted. Your on ground problem sounds to me like something is rubbing
(friction) differently when you move left to right.
Again, in my judgment, your in air problem should be evaluated first
with the trim system not "in the loop".
Problem 2 ?????????/
Regards
Dave Lammers
Wayne Edgerton wrote:
> I have couple of issues that maybe you ace mechanics/builders out
> there can assist me with.
>
> Problem 1
>
> It appears that I have a right wing that is a little bit heavy. On the
> ground when I push the stick to the right it will spring back to the
> center/ neutral position when I let go. However when I push the stick
> to the left, again on the ground, and let go it doesn't return to the
> center position. The trim spring is in the left wing so to me I guess
> that make sense, but is this the same thing that all of you are
> experiencing? I'm thinking I may need to lower my right flap just a
> little to bring the wing back up. Has anyone had this problem?
>
> Problem 2 - A little more complex.
>
> I have an Aerosport Power new IO540 engine with LASAR Electronic
> Ignition. On my first flight I lost one of my mags. We installed a new
> mag and retimed the engine. I am having a 200 to 225 rpm drop on each
> mag on run-up check, even for both sides. In flight at 23sq and leaned
> out, I did a mag test and got little or no mag drop on either mag.
> Also if on the ground I lean out the engine for 1700rpm run-up I will
> get a normal mag drop of 50 to 100. The symptom appears to be too rich
> of a fuel servo on the ground.
>
> Anyway here's what we've done so far, some sound a little strange, but
> people were giving me their suggestions and I have been giving their
> ideas a go.
>
> - I changed the plugs to a fine wire plug.
>
> - I changed the fuel servo out, which I really believed was going
> to solve the problem.
>
> - I leaned out the idle mixture more, but in my mind this really
> doesn't affect the mixture at 1700rpm, but just taking suggested measures.
>
> - I talked to a tech at Unison, LASAR, and he says he is confident
> that it's not the LASAR box. I'm still not sure on this one.
>
> Anyway after all of this I still have the mag drop. I've talked at
> length with Bart at Aerosport, really nice guy, and he's a little
> stumped also. They are going to fuel flow another fuel servo for me
> that will be leaned out by them at the factory. I'm really not
> understanding this one. Why would I need a fuel servo that has had
> special adjustments made to it versus any other IO540. I need to talk
> to him again on this. I still keep thinking it's the way we've timed
> it, but we've checked that a couple of times. ??
>
> Anyway if any of you smart sharp shooters out there have any great
> ideas for me I would appreciate your feed back.
>
> Wayne Edgerton N602WT
>
> In the paint shop and stuck with honey do lists :>}
>
>
> ---------------------------------------------------------------------------------------------------
> Text inserted by Panda Platinum 2005 Internet Security:
>
> This message has NOT been classified as spam. If it is unsolicited
> mail (spam), click on the following link to reclassify it: It is spam!
> <http://127.0.0.1:6083/Panda?ID=pav_50490&SPAM=true>
> ---------------------------------------------------------------------------------------------------
Message 5
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| Subject: | First time Epoxy |
Today I used for the first time epoxy, after I read through Tims website I bought
West System and the pump kit. I used the 206 Hardener (slow) plus the thickener
406 Colloidal Silica and glued the gas strut attach doubler in the inner
door shell.
After at least 1 hour the epoxe still wasn't hard, it definately got harder but
I was under the assumption that it will be hard as a brick after half an hour.
Is that normal?
Michael
www.wellenzohn.net
--------
RV-10 builder (wings)
#511
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=133258#133258
Message 6
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| Subject: | Re: First time Epoxy |
Michael, depending upon the temperature/humidity of the environment its
curing in, it may be entirely normal. Heat has a dramatic effect on the
cure time for epoxy. I'm sure some chemist could elaborate, but while
most epoxies will harden to the point where they can be worked with
shaping tools (files and sandpaper) within hours (say 2-8 hours @ room
temperature) they don't' develop their full strength usually for 24
hours. I have used Halogen shop lights directed directly at some parts
to generate local heat to speed the curing times. (Be careful of
generating too much heat and a fire potential).
The 'Pot' life of epoxy is different than the cure time. Pot life
usually refers to the time that you can effectively work with it in a
cup until it begins to thicken to the point that it begins to get lumpy
or is difficult to wet-out the glass cloth. Additionally, you will find
that mixing large amounts of epoxy in a single container/cup will result
in the mixture generating it's own heat as the catalytic reaction begins
to take place, when this happens a cup/pot of epoxy can VERY quickly
harden, to the point of burning your hand if holding it. With the west
system pumps it's easy to mix a couple pumps worth in a cup at a time
and then mix more if you need it.
Deems Davis # 406
'Its all done....Its just not put together'
http://deemsrv10.com/
Michael Wellenzohn wrote:
>
> Today I used for the first time epoxy, after I read through Tims website I bought
West System and the pump kit. I used the 206 Hardener (slow) plus the thickener
406 Colloidal Silica and glued the gas strut attach doubler in the inner
door shell.
>
> After at least 1 hour the epoxe still wasn't hard, it definately got harder but
I was under the assumption that it will be hard as a brick after half an hour.
>
> Is that normal?
>
> Michael
>
> www.wellenzohn.net
>
> --------
> RV-10 builder (wings)
> #511
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=133258#133258
>
>
>
Message 7
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| Subject: | First time Epoxy |
It depends on the temperature of the air. But I normally plan on waiting 24
hours unless the temperature is > 85F.
Needs to be at least 70F.
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 Michael
Wellenzohn
Sent: Friday, September 07, 2007 11:20 AM
Subject: RV10-List: First time Epoxy
Today I used for the first time epoxy, after I read through Tims website I
bought West System and the pump kit. I used the 206 Hardener (slow) plus the
thickener 406 Colloidal Silica and glued the gas strut attach doubler in the
inner door shell.
After at least 1 hour the epoxe still wasn't hard, it definately got harder
but I was under the assumption that it will be hard as a brick after half an
hour.
Is that normal?
Michael
www.wellenzohn.net
--------
RV-10 builder (wings)
#511
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=133258#133258
Message 8
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| Subject: | Re: Looking for some advise |
Re problem 2.
You need to isolate the problem. The easiest way to do that is to switch the
LASAR system off, so that you are operating on the mags only. Then make the
same checks you have done before. It should be have normally, indicating the
electronic ignition is the problem. If it does the same as with the
electronics, it would seem you have a fuel problem. Lean the idle fuel
adjustment to where you get no more than 25rpm rise on pulling mixture to
idle cutoff. However, idle mixture makes no difference for your runup rpm
and above. Question would be what EGT you see on takeoff, and at low
altitude full throttle, full rich. It should be around 1250, plus or minus
50. Any colder is too rich. Hotter that is too lean.
On 9/7/07, Wayne Edgerton <wayne.e@grandecom.net> wrote:
>
> I have couple of issues that maybe you ace mechanics/builders out there
> can assist me with.
>
> Problem 1
>
> It appears that I have a right wing that is a little bit heavy. On the
> ground when I push the stick to the right it will spring back to the center/
> neutral position when I let go. However when I push the stick to the left,
> again on the ground, and let go it doesn't return to the center position.
> The trim spring is in the left wing so to me I guess that make sense, but is
> this the same thing that all of you are experiencing? I'm thinking I may
> need to lower my right flap just a little to bring the wing back up. Has
> anyone had this problem?
>
> Problem 2 - A little more complex.
>
> I have an Aerosport Power new IO540 engine with LASAR Electronic Ignition.
> On my first flight I lost one of my mags. We installed a new mag and retimed
> the engine. I am having a 200 to 225 rpm drop on each mag on run-up check,
> even for both sides. In flight at 23sq and leaned out, I did a mag test and
> got little or no mag drop on either mag. Also if on the ground I lean out
> the engine for 1700rpm run-up I will get a normal mag drop of 50 to 100. The
> symptom appears to be too rich of a fuel servo on the ground.
>
> Anyway here's what we've done so far, some sound a little strange, but
> people were giving me their suggestions and I have been giving their ideas a
> go.
>
> - I changed the plugs to a fine wire plug.
>
> - I changed the fuel servo out, which I really believed was going to solve
> the problem.
>
> - I leaned out the idle mixture more, but in my mind this really doesn't
> affect the mixture at 1700rpm, but just taking suggested measures.
>
> - I talked to a tech at Unison, LASAR, and he says he is confident that
> it's not the LASAR box. I'm still not sure on this one.
>
> Anyway after all of this I still have the mag drop. I've talked at length
> with Bart at Aerosport, really nice guy, and he's a little stumped also.
> They are going to fuel flow another fuel servo for me that will be leaned
> out by them at the factory. I'm really not understanding this one. Why would
> I need a fuel servo that has had special adjustments made to it versus any
> other IO540. I need to talk to him again on this. I still keep thinking it's
> the way we've timed it, but we've checked that a couple of times. ??
>
> Anyway if any of you smart sharp shooters out there have any great ideas
> for me I would appreciate your feed back.
>
> Wayne Edgerton N602WT
>
> In the paint shop and stuck with honey do lists :>}
>
> *
>
>
> *
>
>
Message 9
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|
Rob,
The attached photo of an early Lancair panel with a quadrant is from Tony
Sustare of Accuracy Avionics.
John
_____
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of
RobHickman@aol.com
Sent: Wednesday, 5 September 2007 6:57 AM
Subject: RV10-List: Lancair Panel
Has anyone installed one of the Lancair panels with the Throttle quadrant?
I am looking for pictures of one.
Thanks,
Rob Hickman
N402RH RV-10 Finish Kit.
_____
AOL.com.
"http://www.matronics.com/Navigator?RV10-List"http://www.matronics.com/Navig
ator?RV10-List
5:54 PM
3:18 PM
Message 10
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| Subject: | Re: Another one begins #40761 |
That is one of the most fun days in my life.=0AHere is a blurring picture o
f my wife and I putting our tails on the tail. =0A=0ANext thing you know, y
our at Oshkosh! =0A=0AIt is a rare breed that has the confidence, motiviat
ion, and vision to build your own airplane. =0AThat first step is the hard
est part of the process (even though you are a second offender), but once y
ou take it, the journey is amazing. =0A=0AHave fun building! I miss it.
=0A =0AScott Schmidt=0Ascottmschmidt@yahoo.com=0A=0A=0A=0A----- Original Me
ssage ----=0AFrom: n277dl <dljinia@yahoo.com>=0ATo: rv10-list@matronics.com
=0ASent: Thursday, September 6, 2007 7:40:05 PM=0ASubject: RV10-List: Anoth
inia@yahoo.com>=0A=0AWell guys & gals the building begins again for me. I
built a 7A with first flight in 2004. Have about 550 hrs on it but now it'
s time for a more roomy XC edition. =0A=0AThe tail kit arrived this aftern
oon so I've spent the last couple hours getting the big pieces out and inve
ntoried. Did slow build on the -7A but will probably go QB on the -10.=0A
=0AI've met a few of you up at Boone as I'm located in Muscatine, IA. My s
on lives in Boone so the plane ends up there frequently. =0A=0AInteresting
(at least for me) bit of useless information... the night I filled out the
order form for the 7A was the first time the four seat plane was discussed
on Vans web site. I called the next morning before faxing the order for t
he 7A in and asked about the four seater but was told it would be a couple
years before it was in production. I couldn't wait that long to begin buil
ding so we decided to build the two seater and if the four seater made it a
nd lived up to expecations and if we could complete the two seater we'd do
it again. =0A=0AIt did, we did so here we go again.=0A=0ADoug=0Awww.onclou
d7.com/rv7.htm=0A10 builder #40761 =0A7A flyer 550hrs=0A=0A--------=0ADoug
=0ARV7A flying ~500hrs=0A=0A=0A=0A=0ARead this topic online here:=0A=0Ahttp
://forums.matronics.com/viewtopic.php?p=133186#133186=0A=0A=0A=0A=0A=0A
========================
Message 11
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| Subject: | Lights, Engine, & FF Kit Q's |
I have a couple questions. Any thoughts or comments would be greatly appreciated.
1. For the stock VANs landing lights, the visible aluminum piece (W-1032) that
the light is mounted to and the light shines through, what are people doing with
it? Are you painting it with the airplane color paint, polishing it and then
clear coating it to keep it bright, or ???
2. I am starting to work with my local engine shop and one question that came up
early in the conversation was experimental or certified? I asked him why he
asked and he explained the differences in the engine that he was talking about
and I can live with them. The pro is saving several thousand $ but he said that
some people want certified for insurance reasons. My question is that when
you went for insurance on your 10, did they ask about the engine whether it
was certified or not and if so what were the differences in premiums and insurability?
Was there a difference?
3. I will be ordering my firewall forward kit in the next month and am starting
to collect thoughts about substitutions. The alternator is the Deluxe Plain
Power 60 A. which I think is fine for my needs. I might sub the oil cooler.
There has been some discussion here lately about a replacement cooler but when
I have gone to the sites, the replacement model is not that obvious. For those
suggesting a substitute, do you have any model numbers? If I do sub, I would
like to get the correct one the first time. The other item up for consideration
to be substituted are the hoses. Is there anything else that people might
suggest modifying the FF Kit?
--------
Gary Blankenbiller
RV10 - # 40674
Fuselage SB
(N410GB reserved)
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=133333#133333
Message 12
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| Subject: | Lights, Engine, & FF Kit Q's |
I'll reply below.
Jesse Saint
Saint Aviation, Inc.
jesse@saintaviation.com
www.saintaviation.com
Cell: 352-427-0285
Fax: 815-377-3694
-----Original Message-----
From: orchidman [mailto:gary@wingscc.com]
Sent: Friday, September 07, 2007 9:35 PM
Subject: RV10-List: Lights, Engine, & FF Kit Q's
I have a couple questions. Any thoughts or comments would be greatly appreciated.
1. For the stock VANs landing lights, the visible aluminum piece (W-1032) that
the light is mounted to and the light shines through, what are people doing with
it? Are you painting it with the airplane color paint, polishing it and then
clear coating it to keep it bright, or ???
[Jesse Saint] We painted them to match the plane.
2. I am starting to work with my local engine shop and one question that came up
early in the conversation was experimental or certified? I asked him why he
asked and he explained the differences in the engine that he was talking about
and I can live with them. The pro is saving several thousand $ but he said that
some people want certified for insurance reasons. My question is that when
you went for insurance on your 10, did they ask about the engine whether it
was certified or not and if so what were the differences in premiums and insurability?
Was there a difference?
[Jesse Saint] A certified engine will save you 15 hours on the Phase 1 flight testing
period, 25 instead of 40 hours, assuming that you keep everything certified
including the prop. Beyond that, you are getting the exact same engine if
you stick with the O-540 or IO-540. If you want to go with a used or overhauled
engine, then you will most likely be certified, unless you make some changes
that will make it experimental, like electronic ignition, experimental fuel
injection system, etc. I have not heard of any insurance rate differences.
In fact, I haven't even heard any reports of the insurance company asking, possibly
not even on the alternative engines, but I am just going from personal
experience here, not having talked to everybody about their experience.
3. I will be ordering my firewall forward kit in the next month and am starting
to collect thoughts about substitutions. The alternator is the Deluxe Plain
Power 60 A. which I think is fine for my needs. I might sub the oil cooler.
There has been some discussion here lately about a replacement cooler but when
I have gone to the sites, the replacement model is not that obvious. For those
suggesting a substitute, do you have any model numbers? If I do sub, I would
like to get the correct one the first time. The other item up for consideration
to be substituted are the hoses. Is there anything else that people might
suggest modifying the FF Kit?
[Jesse Saint] Airflow systems has an oil cooler that Bill claims will lower your
temps 8-10 degrees I believe. Depending on where you live and how hot it gets,
you might also consider cowl louvers that Bill sells as well. I haven't talked
to anybody unrelated who has done enough testing to truly compare, so this
is just what I have heard as advertised. I know someone who is changing from
the stock cooler to a high-volume one and I should have numbers from him within
the next week or so.
--------
Gary Blankenbiller
RV10 - # 40674
Fuselage SB
(N410GB reserved)
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=133333#133333
Message 13
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| Subject: | FAA reminder of the change to 406 MHz ELTs, in case you're |
in the buying mood
I was actually thinking about this the other day. What are builders
installing right now? TSO-C91a (121.5mhz/243mhz) or TSO-C126 (406mhz)?
As I understand it C91a still satisfies FAR 91.207 but will be of
limited
utility after Feb 1, 2007. I am curious as to what other builders are
installing.
I haven't purchased one yet but was planning on a C126 unit. They are
all
expensive and prices range widely. Does anyone have make/model
recommendations for C126 devices?
Best Regards,
Patrick #40715
-----Original Message-----
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of John Jessen
Sent: Friday, September 07, 2007 7:19 AM
Subject: RV10-List: FAA reminder of the change to 406 MHz ELTs, in case
you're in the buying mood
Termination of 121.5 MHz Beacons for Satellite Alerting is Coming Soon
Notice Number: NOTC0981
On 1 February 2009, the International Cospas-Sarsat
<outbind://9-000000001E9E920A61952742AC30BF52EA77BC2684AC2600/#_ftn1>
[1]
Organization (U.S. included) will terminate processing of distress
signals
emitted by 121.5 MHz Emergency Locator Transmitters (ELTs). This means
that
pilots flying aircraft equipped with 121.5 MHz ELTs after that date will
have to depend on pilots of over flying aircraft and or ground stations
monitoring 121.5 to hear and report distress alert signals, transmitted
from
a possible crash site.
Why is this happening?
Although lives have been saved by 121.5 MHz ELTs, the downside has been
their propensity to generate false alerts (approximately 98 percent of
all
121.5 MHz alerts are false), and their failure to provide rescue forces
with
timely and accurate crash location data. Both of which actually delay
rescue
efforts and have a direct effect on an individual's chance for survival.
Rescue forces have to respond to all 121.5 MHz alerts to determine if
they
are real distress alerts or if they are being generated by an
interferer, an
inadvertent activation (by the owner) or equipment failure.
Is there an alternative?
Yes, the Cospas-Sarsat System (U.S. included) has been and will continue
processing emergency signals transmitted by 406 MHz ELTs. These 5 Watt
digital beacons transmit a much stronger signal, are more accurate,
verifiable and traceable to the registered beacon owner (406 MHz ELTs
must
be registered by the owner in accordance with Federal Communications
Commission (FCC) regulation). Registration allows the search and rescue
authorities to contact the beacon owner, or his or her designated
alternate
by telephone to determine if a real emergency exists. Therefore, a
simple
telephone call often solves a 406 MHz alerts without launching costly
and
limited search and rescue resources, which would have to be done for a
121.5
MHz alert. For these reasons, the search and rescue community is
encouraging
aircraft owners to consider retrofit of 406 MHz ELTs or at a minimum,
consider the purchase of a handheld 406 MHz Personal Locator Beacon
(PLB)
which can be carried in the cockpit while continuing to maintain a fixed
121.5 MHz ELT mounted in the aircraft's tail.
Remember, after February 1, 2009, the world-wide Cospas-Sarsat satellite
system will no longer process 121.5 MHz alert signals. Pilots involved
in
aircraft accidents in remote areas will have to depend on pilots of over
flying aircraft and or ground stations to hear emergency ELT distress
signals. For further information concerning the termination of 121.5 MHz
data processing visit
<outbind://9-000000001E9E920A61952742AC30BF52EA77BC2684AC2600/SPANS/www.s
ars
at.noaa.gov> www.sarsat.noaa.gov
_____
<outbind://9-000000001E9E920A61952742AC30BF52EA77BC2684AC2600/#_ftnref1>
[1] The Cospas-Sarsat Organization provides a satellite based world-wide
monitoring system that detects and locates distress signals transmitted
by
Emergency Locator Transmitters (ELTs), Emergency Position Indicating
Radio
Beacons (EPIRBs) and Personal Locator Beacons (PLBs). The system
includes
space and ground segments which process the signals received from the
beacon
source and forwards the distress alert data to the appropriate
RescueCoordinationCenter for action.
Address SARSAT inquiries to:
NOAA SARSAT
NSOF. E/SP3
4231 SuitlandRoad
Suitland, MD 20746
Phone: 301.817.4515
Toll free: 888.212.7283
Fax: 301.817.4565
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Message 14
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| Subject: | Lights, Engine, & FF Kit Q's |
Jessie,
Will you report back to the list as soon as you have results on the oil cooler
"upgrade"?
Thanks,
Robin
Engine arrives in 3 weeks!
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