---------------------------------------------------------- RV10-List Digest Archive --- Total Messages Posted Fri 09/07/07: 14 ---------------------------------------------------------- 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 _____________________________________ Time: 03:50:50 AM PST US From: Tim Olson Subject: Re: RV10-List: 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 _____________________________________ Time: 07:12:08 AM PST US From: "Wayne Edgerton" Subject: RV10-List: 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 _____________________________________ Time: 07:19:05 AM PST US Subject: RV10-List: FAA reminder of the change to 406 MHz ELTs, in case you're in the buying mood From: John Jessen Termination of 121.5 MHz Beacons for Satellite Alerting is Coming Soon Notice Number: NOTC0981 On 1 February 2009, the International Cospas-Sarsat [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 www.sarsat.noaa.gov _____ [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 You have received this notice from FAASafety.gov because you have selected "General Information" in your preferences on your FAASafety.gov account. Click here to log in and edit your preferences on FAASafety.gov. Safety is a learned behavior...Learn to be safer at the Learning Center found on FAASafety.gov Right-click here to download pictures. To help protect your privacy, Outlook prevented automatic download of this picture from the Internet. FAASafety.gov | Email Preferences | Opt Out Do not reply to this email as it is an unmonitored alias. Contact us for comments or questions. ________________________________ Message 4 _____________________________________ Time: 08:56:32 AM PST US From: Dave Lammers Subject: Re: RV10-List: 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! > > --------------------------------------------------------------------------------------------------- ________________________________ Message 5 _____________________________________ Time: 10:21:05 AM PST US Subject: RV10-List: First time Epoxy From: "Michael Wellenzohn" 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 _____________________________________ Time: 11:13:47 AM PST US From: Deems Davis Subject: Re: RV10-List: 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 _____________________________________ Time: 11:25:27 AM PST US From: "Rene Felker" Subject: RE: RV10-List: 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 _____________________________________ Time: 11:45:48 AM PST US From: "Kelly McMullen" Subject: Re: RV10-List: 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 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 _____________________________________ Time: 12:49:34 PM PST US From: "RV_10" Subject: RE: RV10-List: Lancair Panel 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 ____________________________________ Time: 03:12:15 PM PST US From: Scott Schmidt Subject: Re: RV10-List: 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 =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 ____________________________________ Time: 06:36:14 PM PST US Subject: RV10-List: Lights, Engine, & FF Kit Q's From: "orchidman" 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 ____________________________________ Time: 07:08:58 PM PST US From: "Jesse Saint" Subject: RE: RV10-List: 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 ____________________________________ Time: 07:31:46 PM PST US From: "Patrick ONeill" Subject: RE: RV10-List: 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 [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 www.sarsat.noaa.gov _____ [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 You have received this notice from FAASafety.gov because you have selected "General Information" in your preferences on your FAASafety.gov account. Click here to log in and edit your preferences on FAASafety.gov. Safety is a learned behavior...Learn to be safer at the Learning Center found on FAASafety.gov Right-click here to download pictures. To help protect your privacy, Outlook prevented automatic download of this picture from the Internet. FAASafety.gov | Email Preferences | Opt Out Do not reply to this email as it is an unmonitored alias. Contact us for comments or questions. ________________________________ Message 14 ____________________________________ Time: 08:43:38 PM PST US Subject: RE: RV10-List: Lights, Engine, & FF Kit Q's From: "Robin Marks" Jessie, Will you report back to the list as soon as you have results on the oil cooler "upgrade"? 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