Today's Message Index:
----------------------
1. 04:22 AM - Re: Alternative engines (Tim Olson)
2. 04:36 AM - Re: Alternative engines (Rob Kermanj)
3. 06:11 AM - Re: NACA Vents (Fred Williams, M.D.)
4. 06:33 AM - Re: Alternative engines (Dave Leikam)
5. 06:51 AM - Re: NACA Vents (orchidman)
6. 07:02 AM - heavy wing with fairings (Pascal)
7. 07:18 AM - Sam James cowl (PILOTDDS@AOL.COM)
8. 07:33 AM - Re: heavy wing with fairings (Tim Olson)
9. 08:05 AM - Re: heavy wing with fairings (tintopranch)
10. 08:10 AM - Re: Re: NACA Vents (Robin Marks)
11. 08:34 AM - Re: heavy wing with fairings (Robert Wright)
12. 08:45 AM - Re: heavy wing with fairings (Pascal)
13. 09:22 AM - Re: Height of Fuse stand (Larry Rosen)
14. 09:30 AM - Illuminated Switches (Les Kearney)
15. 10:49 AM - Re: Illuminated Switches (jim berry)
16. 11:01 AM - Re: Height of Fuse stand (jim berry)
17. 11:23 AM - Re: Illuminated Switches (Sam Marlow)
18. 11:26 AM - Re: Trying to keep the belly clean - Air/Oil Separator (linn Walters)
19. 11:34 AM - AOA in your RV-10? (Eric Parlow)
20. 11:43 AM - Re: Alternative engines (Dj Merrill)
21. 11:44 AM - Re: Height of Fuse stand (William Curtis)
22. 12:52 PM - Re: Height of Fuse stand (n277dl)
23. 01:04 PM - Re: New GPS & WX (darnpilot@aol.com)
24. 01:04 PM - Re: Alternative engines (GRANSCOTT@aol.com)
25. 01:21 PM - Re: Re: Illuminated Switches (Les Kearney)
26. 01:34 PM - Re: Re: NACA Vents (William Curtis)
27. 01:34 PM - Re: Illuminated Switches (Ted French)
28. 01:43 PM - Re: Alternative engines (Jesse Saint)
29. 01:50 PM - Re: Alternative engines (William Curtis)
30. 02:11 PM - Re: Alternative engines (GRANSCOTT@aol.com)
31. 02:13 PM - VP-200 Update (Jesse Saint)
32. 02:45 PM - Re: Illuminated Switches (Les Kearney)
33. 02:48 PM - Re: VP-200 Update (Chris Johnston)
34. 02:48 PM - Re: VP-200 Update (Kelly McMullen)
35. 02:55 PM - Re: Alternative engines (John W. Cox)
36. 02:55 PM - Re: VP-200 Update (Les Kearney)
37. 03:05 PM - Re: Illuminated Switches (dougpflyrv@aol.com)
38. 03:23 PM - Re: VP-200 Update (Michael Schipper)
39. 03:44 PM - Re: VP-200 Update (Patrick ONeill)
40. 03:45 PM - Re: VP-200 Update (Jeff Carpenter)
41. 04:09 PM - Re: VP-200 Update (William Curtis)
42. 04:34 PM - Re: VP-200 Update (Chris Johnston)
43. 04:49 PM - Re: Re: VP-200 Update (LES KEARNEY)
44. 04:51 PM - Re: VP-200 Update (Bob Leffler)
45. 04:52 PM - Re: VP-200 Update (David McNeill)
46. 05:01 PM - Re: VP-200 Update (Bob Leffler)
47. 05:03 PM - Re: VP-200 Update (Michael Schipper)
48. 05:54 PM - Re: VP-200 Update (Jesse Saint)
49. 06:47 PM - Re: VP-200 Update (William Curtis)
50. 07:34 PM - Fw: fuel prices along chart (Pascal)
51. 07:46 PM - Re: VP-200 Update (Jesse Saint)
52. 08:39 PM - Re: VP-200 Update (Les Kearney)
53. 10:51 PM - Composite School - helpful advice please (Doors/Cabin top) (AirMike)
Message 1
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| Subject: | Re: Alternative engines |
Very interesting article. Amazing you found that.
Coincidently, earlier this week someone sent me this link:
http://www.eggenfellneraircraft.com/Service%20and%20upgrades.htm
That kind of points to what's been one of the achillies heels
of those systems. If it were free, it would perhaps be one
thing. Would be nice to see someone give a shot at doing
a nice direct-drive system alternative.
Tim Olson - RV-10 N104CD - Flying
do not archive
Dave Leikam wrote:
> Here is an interesting read on the alternative engine subject.
>
> http://www.prime-mover.org/Engines/GArticles/article2.html
>
> Dave Leikam
> 40496
>
> *
>
>
> *
Message 2
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| Subject: | Re: Alternative engines |
nice article!
Do not archive.
Rob.
On Dec 14, 2007, at 12:24 AM, Dave Leikam wrote:
> Here is an interesting read on the alternative engine subject.
>
> http://www.prime-mover.org/Engines/GArticles/article2.html
>
> Dave Leikam
> 40496
>
>
Message 3
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I spent roughly $1500. Came with all the lights and vents. Here's a web
site.
accuracyavionics <info@accuracyavionics.com>
Dr Fred.
Ben Westfall wrote:
>
> How much does the overhead console cost bare? When youre all done
> installing it with vents and eyeball lights how much does that run?
>
> -Ben
>
> ------------------------------------------------------------------------
>
> *From:* owner-rv10-list-server@matronics.com
> [mailto:owner-rv10-list-server@matronics.com] *On Behalf Of *Bob Leffler
> *Sent:* Thursday, December 13, 2007 4:14 AM
> *To:* rv10-list@matronics.com
> *Subject:* RV10-List: NACA Vents
>
> Im just finishing up my tailcone with wings coming in January.
>
> For those that have use a NACA vent to provide an air inlet for the
> overhead console, would you recommend installing them at this stage.
> My assumption is that it would be much easy cutting the holes prior to
> riveting the tailcone together.
>
> My second question is has there been consensus on the best local to
> place the vents yet?
>
> Im also just starting to start looking at NACA sources. Vans has one
> for $6.25 and ACS has several, but all are over $30. I was caught off
> guard by the price differences. There cant be that much difference in
> quality.
>
> Thanks,
>
> Bob
>
> #40684
>
> *
>
>
> *
> ------------------------------------------------------------------------
>
>
Message 4
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| Subject: | Re: Alternative engines |
Go ahead and post it where ever you like, I found the article by chance
while Googling around. I have no idea when it was written, but I assume it
is not too old. It references Toyota's interest in building a small 4 seat
GA airplane, and I remember hearing about that several years ago.
Dave Leikam
40496
----- Original Message -----
From: "Tim Olson" <Tim@MyRV10.com>
Sent: Friday, December 14, 2007 6:20 AM
Subject: Re: RV10-List: Alternative engines
>
> Very interesting article. Amazing you found that.
>
> Coincidently, earlier this week someone sent me this link:
> http://www.eggenfellneraircraft.com/Service%20and%20upgrades.htm
>
> That kind of points to what's been one of the achillies heels
> of those systems. If it were free, it would perhaps be one
> thing. Would be nice to see someone give a shot at doing
> a nice direct-drive system alternative.
>
> Tim Olson - RV-10 N104CD - Flying
> do not archive
>
>
> Dave Leikam wrote:
>> Here is an interesting read on the alternative engine subject.
>> http://www.prime-mover.org/Engines/GArticles/article2.html
>> Dave Leikam
>> 40496
>>
>> *
>>
>>
>> *
>
>
>
Message 5
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drfred(at)suddenlinkmail. wrote:
> I spent roughly $1500. Came with all the lights and vents.
>
I believe that price is with them installing all the vents, lights etc. I got
just the overhead with all the parts and it came to $1100 something. I am at
work and don't have the exact amount at hand. I think the overhead unit without
the lights and vents is just under $700.
--------
Gary Blankenbiller
RV10 - # 40674
Fuselage SB
(N410GB reserved)
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=152115#152115
Message 6
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| Subject: | heavy wing with fairings |
Someone locally is flying his RV-10 and noticed the following I thought
I would challenge the fliers with:
What I noticed is at faster speeds the heavy right wing is more
noticeable. Need to figure out what is causing the heavy wing as it
relates to the fairings. Any suggestions? Slower speeds not
noticeable.
Pascal
Message 7
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There was an earlier post asking about rv-10s with the james cowl.Is anybody
out there actualy flying a 10 with one.How much is that special hartzel
spinner kit?
**************************************
See AOL's top rated recipes
(http://food.aol.com/top-rated-recipes?NCID=aoltop00030000000004)
Message 8
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| Subject: | Re: heavy wing with fairings |
It's probably just a mis-aligned gear or more likely, gear leg
fairing that is requiring more rudder input. The wings won't
be level when the rudder is not centered well too, and of course
it gets worse with speed. Not everyone necessarily is out of
rudder trim when built as-plans, but it sounds like if there's
an "average", it's being about 1/2 to 3/4 ball out requiring
Right rudder to center the ball. I'm thinking that would cause
more of a Left wing low, but perhaps their fairings are aligned
as such that it causes the opposite...anything is possible.
Along with that goes the possibility that the wingtip alignment
isn't perfect, the aileron alignment isn't perfect, the flap
alignment isn't perfect....or you're getting asymmetrical
deflection amounts. So, it could be a bunch of things, but
most of them just require the builder to check everything
thoroughly and see what they need to tweak. On the gear
and leg fairings, my advice is to absolutely spare no time
expense of doing it right, with the right tools, the first
time. It's a real pain to redo the alignment of the wheel
fairings, esp. once the intersection fairings are complete.
Tim Olson - RV-10 N104CD - Flying
do not archive
Pascal wrote:
> Someone locally is flying his RV-10 and noticed the following I thought
> I would challenge the fliers with:
>
> What I noticed is at faster speeds the heavy right wing is more
> noticeable. Need to figure out what is causing the heavy wing as it
> relates to the fairings. Any suggestions? Slower speeds not noticeable.
>
>
>
> Pascal
>
Message 9
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| Subject: | Re: heavy wing with fairings |
I had a similar issue and agree with Tim. Make sure he is flying with the ball
centered. I is most likely a rudder trim issue which is very common on RVs.
Spruce sells some plastic ones you stick on with double sided tape. Get two
so you can cut them down for the right amount of trim.
--------
MARK SUTHERLAND
RV-10 40292
Flying since June 07
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=152127#152127
Message 10
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I purchased the OH Console with all the parts installed for full price
and I also don't remember what the number was but I paid retail. I did
however negotiate for AA to include a set of window ring closeouts for
free with the console purchase. I didn't feel bad as their actual
manufacturing cost is minimal and I was buying their premium console.
Turns out I went with a painted inner canopy and will probably not use
the rings. But that is another story.
Also note that I waited 4+ weeks for delivery. Not sure what the lead
time is now.
Here is the completed console:
http://www.painttheweb.com/rv-10/console.htm
Robin
Do Not Archive
-----Original Message-----
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of orchidman
Sent: Friday, December 14, 2007 6:51 AM
Subject: RV10-List: Re: NACA Vents
drfred(at)suddenlinkmail. wrote:
> I spent roughly $1500. Came with all the lights and vents.
>
I believe that price is with them installing all the vents, lights etc.
I got just the overhead with all the parts and it came to $1100
something. I am at work and don't have the exact amount at hand. I
think the overhead unit without the lights and vents is just under $700.
--------
Gary Blankenbiller
RV10 - # 40674
Fuselage SB
(N410GB reserved)
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=152115#152115
Message 11
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| Subject: | Re: heavy wing with fairings |
I mentioned the wing low/out of trim to another pilot, who suggested that either
wing could be low. If your nose is left (requiring right rudder to center),
then with no aileron to counter the lack of trim then you would execute a flat
turn to the left. To maintain a heading you'd have to apply left aileron, raising
the left wing. You'd still be out of trim but the left wing should be
high.
Someone mentioned a heavy right wing with increased speed, which sounds like P-factor
without rudder compensation. Try to be very sensitive to coordinated flight.
You may find that through install error and instrument error that your
particular trim ball may need to be closer to the right or left line in order
to maintain a "wings level" on the ADI. But then don't trust the ADI as installed
perfectly level, either. Get a good clear day with a good horizon and judge
the wingtips against it. At cruise you should be able to have very little
trim on both your ailerons and your rudder to achieve coordinated, wings-level
flight. Then you get to learn your airplane at different speeds and loads
for other trim conditions.
The planes I've been flying lately are pretty tough on this. With just a little
too much rudder trim (still centered but slightly to one side), it can cause
20-25 degrees of aileron trim to keep turning tendency at bay. Those rudders
are amazingly powerful!
Rob Wright
#392
B.I. - Is this even worth $.02?
----- Original Message ----
From: Tim Olson <Tim@MyRV10.com>
Sent: Friday, December 14, 2007 6:30:30 PM
Subject: Re: RV10-List: heavy wing with fairings
It's probably just a mis-aligned gear or more likely, gear leg
fairing that is requiring more rudder input. The wings won't
be level when the rudder is not centered well too, and of course
it gets worse with speed. Not everyone necessarily is out of
rudder trim when built as-plans, but it sounds like if there's
an "average", it's being about 1/2 to 3/4 ball out requiring
Right rudder to center the ball. I'm thinking that would cause
more of a Left wing low, but perhaps their fairings are aligned
as such that it causes the opposite...anything is possible.
Along with that goes the possibility that the wingtip alignment
isn't perfect, the aileron alignment isn't perfect, the flap
alignment isn't perfect....or you're getting asymmetrical
deflection amounts. So, it could be a bunch of things, but
most of them just require the builder to check everything
thoroughly and see what they need to tweak. On the gear
and leg fairings, my advice is to absolutely spare no time
expense of doing it right, with the right tools, the first
time. It's a real pain to redo the alignment of the wheel
fairings, esp. once the intersection fairings are complete.
Tim Olson - RV-10 N104CD - Flying
do not archive
Pascal wrote:
> Someone locally is flying his RV-10 and noticed the following I thought
> I would challenge the fliers with:
>
> What I noticed is at faster speeds the heavy right wing is more
> noticeable. Need to figure out what is causing the heavy wing as it
> relates to the fairings. Any suggestions? Slower speeds not noticeable.
>
>
>
> Pascal
>
Never miss a thing. Make Yahoo your home page.
http://www.yahoo.com/r/hs
Message 12
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| Subject: | Re: heavy wing with fairings |
Thanks all!
----- Original Message -----
From: "Tim Olson" <Tim@MyRV10.com>
Sent: Friday, December 14, 2007 7:30 AM
Subject: Re: RV10-List: heavy wing with fairings
>
> It's probably just a mis-aligned gear or more likely, gear leg
> fairing that is requiring more rudder input. The wings won't
> be level when the rudder is not centered well too, and of course
> it gets worse with speed. Not everyone necessarily is out of
> rudder trim when built as-plans, but it sounds like if there's
> an "average", it's being about 1/2 to 3/4 ball out requiring
> Right rudder to center the ball. I'm thinking that would cause
> more of a Left wing low, but perhaps their fairings are aligned
> as such that it causes the opposite...anything is possible.
> Along with that goes the possibility that the wingtip alignment
> isn't perfect, the aileron alignment isn't perfect, the flap
> alignment isn't perfect....or you're getting asymmetrical
> deflection amounts. So, it could be a bunch of things, but
> most of them just require the builder to check everything
> thoroughly and see what they need to tweak. On the gear
> and leg fairings, my advice is to absolutely spare no time
> expense of doing it right, with the right tools, the first
> time. It's a real pain to redo the alignment of the wheel
> fairings, esp. once the intersection fairings are complete.
>
> Tim Olson - RV-10 N104CD - Flying
> do not archive
>
>
> Pascal wrote:
>> Someone locally is flying his RV-10 and noticed the following I thought I
>> would challenge the fliers with:
>> What I noticed is at faster speeds the heavy right wing is more
>> noticeable. Need to figure out what is causing the heavy wing as it
>> relates to the fairings. Any suggestions? Slower speeds not noticeable.
>> Pascal
>>
>
>
>
Message 13
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| Subject: | Re: Height of Fuse stand |
Look at William Curtis' web site. He has some fuselage stand options
posted.
<http://wcurtis.nerv10.com/fusestand/index.html>
My fuselage stand is just 2 2x4s with plywood on top, covered with
carpet that run under the wing spar. I then have a 2x4 running parallel
to the fuse on each side with casters (total of 4 casters). I support
the tail with a plastic crate with foam on top.
Larry Rosen
#356
Robert Wright wrote:
> no no no. You want something low to the ground while you work on it,
> unless you plan to skip to the gear install first. You're going to be
> climbing in and out a whole lot and leaning over a bunch before it's
> up on gear. How tall are you???!
>
> I used two pallets fastened together with casters on the bottom, and
> it was still a little tall. I put a carpet scrap between the pallets
> and the fuse.
>
> BTW, If you plan to skip to the gear install, make sure you've done
> any soundproofing to the subfloor and floor pans under the gear leg
> brackets. I and others had to remove them to get the subfloor work
> done, which in itself involves a lot of bending and leaning, so you
> want a short stand anyway.
>
> Rob Wright
> #392
> buildus interruptus since May, but still here!
>
> ----- Original Message ----
> From: n277dl <dljinia@yahoo.com>
> To: rv10-list@matronics.com
> Sent: Friday, December 14, 2007 5:15:09 AM
> Subject: RV10-List: Height of Fuse stand
>
> <mailto:dljinia@yahoo.com>>
>
> Group:
> Roughly, how high off the ground should I make the stand for the QB
> fuse. Think I read that the bottom of the fuse is ~27 inches from the
> ground with wheels installed so is that about right height. I'm
> copying the stand that I've seen attributed to Rick S.
>
> I'm 6'5" so don't want it too low to the ground. Knees don't bend
> quite as well as they used to :)
>
> Doug
> QB fuse and wings here Monday.....
>
> --------
> Doug
> RV7A flying ~500hrs
>
>
> Read this topic
>
>
> Find them fast with Yahoo! Search.
> *
>
>
> *
Message 14
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| Subject: | Illuminated Switches |
Hi
As I plan my panel, I thought it would be nice to use illuminated switches
in some applications. I came across some MilSpec switches but I suspect they
would be very expensive.
Does anyone have a good source for switches that would be appropriate for
panel use (other than the typical toggle switches).
Cheers
Les Kearney
#40643
C-GCWZ (Resereved)
Message 15
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| Subject: | Re: Illuminated Switches |
Look at the Honeywell AML available from Stein for $61.50, and probably others.
LED lighted, and can be color coded and/or engraved. Pricey, but very nice.
Jim Berry
40482
Finishing forever
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=152160#152160
Message 16
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| Subject: | Re: Height of Fuse stand |
I prefer to work standing up, rather than be kneeling or bent over. My stand was
48" x48" x 24" high, and on casters. The low point of my fuselage on the gear
and wheels is 27.5" above the ground. At your height if you made a stand 28-29"
high it would simplify attaching the gear and wheels, and might be a more
comfortable working height.
Jim Berry
40482
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=152163#152163
Message 17
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| Subject: | Re: Illuminated Switches |
I used the small AML 34's my panel. Downside is there about $50.00 each
with engraving.
RV10 panel
Les Kearney wrote:
>
> Hi
>
>
>
> As I plan my panel, I thought it would be nice to use illuminated
> switches in some applications. I came across some MilSpec switches but
> I suspect they would be very expensive.
>
>
>
> Does anyone have a good source for switches that would be appropriate
> for panel use (other than the typical toggle switches).
>
>
>
> Cheers
>
>
>
> Les Kearney
>
> #40643
>
> C-GCWZ (Resereved)
>
> *
>
>
> *
Message 18
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| Subject: | Re: Trying to keep the belly clean - Air/Oil Separator |
Ray, drop the oil level in the crankcase down to 6 qts. Your oil bill
will decrease significantly, and there are no problems with the engine
running it at that level.
Linn
do not archive
Doerr, Ray R [NTK] wrote:
> For others that have been flying your RV-10 or other
> similar aircraft, have you had any luck/experience with Air/Oil
> Separators?
>
>
>
> I found on my RV-10 that if I run the oil between 8.5 and
> 9 quarts, that I would only add maybe 1 quart in 50 hours of
> operation. I also found that if I run the engine rpm at 2450 in
> cruise, that it will blow more oil than if I run at 2200 rpm. I
> usually use only 1 quart every 50 hours, but on my trip to Santa
> Teresa for LOE 07, I used 1 quart in 10 - 12 hours. During this trip,
> I ran the entire way at 2450 rpm. There is no doubt that it is all
> coming out the breather.
>
>
>
> Has anyone installed an Air/Oil Separator on there RV-10
> that has some experience on if it works and returns the oil to the
> sump instead of all over the belly? I would like to install one if it
> is going to work. Right now oil on the belly is no big deal, but once
> I get some paint on it, I would like to keep it clean.
>
>
>
>
>
> Thank You
> Ray Doerr
> 40250 (N519RV - 341 Hrs)
>
>
>
>
Message 19
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| Subject: | AOA in your RV-10? |
Who's using AOA in their RV-10?
See: http://www.advanced-flight-systems.com/Products/AOA/aoa.html
Blue Mountain has integrated AFS's software into EFIS/one Gen 3, but I don'
t have the wing kit installed.
Is the "Wing Kit A" that AFS sells worth the $400 or could made easily?
Does anyone have good pictures of the hardware included in "Wing Kit A"?
ERic--
RV-10, 40014
N104EP
Message 20
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| Subject: | Re: Alternative engines |
Dave Leikam wrote:
>
> Go ahead and post it where ever you like, I found the article by
> chance while Googling around. I have no idea when it was written, but
> I assume it is not too old. It references Toyota's interest in
> building a small 4 seat GA airplane, and I remember hearing about that
> several years ago.
I looked at the page info in Firefox (Tools, Page Info menu under
Linux), and it says this page was last modified on Nov 4, 1997. No idea
if that is really the correct date it was published, though. The
author's info is at the bottom of the web page, so I suppose we could
contact him and see...
It would be interesting to find out about the Toyota research project.
-Dj
--
Dj Merrill - N1JOV
Glastar Sportsman 2+2 Builder #7118 N421DJ
http://deej.net/sportsman/
"Many things that are unexplainable happen during the construction of an
airplane." --Dave Prizio, 30 Aug 2005
Message 21
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| Subject: | Height of Fuse stand |
Doug,
I've been through a couple iterations of the fuselage stand and you can see mine
and some others here:
http://wcurtis.nerv10.com/fusestand/index.html
My stand has two heights. Even at 6'5", I don't think you want a stand at full
height to work on the fuse. My lower height has the fuse belly 12" off the ground.
At this lower height, I still need a step to get in and work on the top.
The drawing at the above link is the most update stand that I think works best.
I'll add the updated pictures shortly.
William
http://wcurtis.nerv10.com/
-------- Original Message --------
>
> Group:
> Roughly, how high off the ground should I make the stand for the QB fuse.
Think I read that the bottom of the fuse is ~27 inches from the ground with
wheels installed so is that about right height. I'm copying the stand that I've
seen attributed to Rick S.
>
> I'm 6'5" so don't want it too low to the ground. Knees don't bend quite as well
as they used to :)
>
> Doug
> QB fuse and wings here Monday.....
>
> --------
> Doug
> RV7A flying ~500hrs
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=152063#152063
>
>
>
>
>
>
>
Message 22
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| Subject: | Re: Height of Fuse stand |
Thanks for the input folks. This helps a lot. I'll leave it a little flexible,
keep it simple and play with a couple heights and see what works for my size.
Thanks again. Traveling to Gatlinburg, TN this weekend and will hopefully get
re-started early next week.
Doug
--------
Doug
RV7A flying ~500hrs
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=152183#152183
Message 23
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| Subject: | Re: New GPS & WX |
http://www.bushnell.com/gps/
This is a new Busnell GPS that shows graphical weather and XM Radio, all for $16.95/month.?
While certainly not a full up aviation GPS nor Aviation Weather,
it is a nice little GPS with some neat features, it will show the weather ahead...our
main use as pilots.? The addition of XM radio makes it even better.
I have a 496, but at nearly $60.00/month for WX and radio it is hardly a bargain.?
Has anyone investigated this new device and its capabilities??
TIA
Jeff
________________________________________________________________________
Message 24
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| Subject: | Re: Alternative engines |
In a message dated 12/14/2007 1:46:17 PM Central Standard Time,
deej@deej.net writes:
It would be interesting to find out about the Toyota research project.
Toyota said about 4 years ago the stopped the 4 place/engine to concentrate
on their jet...which was on show at the last two KOSH's...
**************************************See AOL's top rated recipes
(http://food.aol.com/top-rated-recipes?NCID=aoltop00030000000004)
Message 25
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| Subject: | Re: Illuminated Switches |
Hi Jim
It looks like I will be using at AML's. The milspec switches I found were
$400+ each and had some very nice switch guards. I would have been tempted
to use at least one of them but for my bus master but they couldn't handle
the amperage I need. Damn!
Cheers
Les Kearney
#40643
C-GCWZ (reserved)
-----Original Message-----
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of jim berry
Sent: December-14-07 11:48 AM
Subject: RV10-List: Re: Illuminated Switches
Look at the Honeywell AML available from Stein for $61.50, and probably
others. LED lighted, and can be color coded and/or engraved. Pricey, but
very nice.
Jim Berry
40482
Finishing forever
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=152160#152160
Message 26
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Basic fiberglass and access covers $695
Fiberglass, air vents, lights and switches (items un-installed) $1,195
Fiberglass, air vents, lights and switches (items installed) $1,495
Fiberglass, air vents, lights, switches and DVD player (items un-installed) $1,575
Fiberglass, air vents, lights, switches and DVD player (items installed) $1,875
http://www.accuracyavionics.com/v1/fiberglassoptions.html
William
http://wcurtis.nerv10.com/
-------- Original Message --------
>
>
> drfred(at)suddenlinkmail. wrote:
> > I spent roughly $1500. Came with all the lights and vents.
> >
>
> I believe that price is with them installing all the vents, lights etc. I got
just the overhead with all the parts and it came to $1100 something. I am at
work and don't have the exact amount at hand. I think the overhead unit without
the lights and vents is just under $700.
>
> --------
> Gary Blankenbiller
> RV10 - # 40674
> Fuselage SB
> (N410GB reserved)
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=152115#152115
Message 27
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| Subject: | Illuminated Switches |
Les
See: http://www.action-electronics.com/pdf/gcsw16.pdf
Look at the one at the bottom of this page. The light is independant of the
switch. I wired mine so the panel lights bring it on fairly dim, but when
switched on, they go full bright. Also available from Stein with white light
instead of green.
See my panel at: http://www3.telus.net/elfrench/Panel_Feb_26_2007.jpg
Do Not Archive
Ted French C-FXCS
RV-10 Flying
-----Original Message-----
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com]On Behalf Of Les Kearney
Sent: December 14, 2007 8:34 AM
To: rv10-list@matronics.com
Subject: RV10-List: Illuminated Switches
Hi
As I plan my panel, I thought it would be nice to use illuminated switches
in some applications. I came across some MilSpec switches but I suspect they
would be very expensive.
Does anyone have a good source for switches that would be appropriate for
panel use (other than the typical toggle switches).
Cheers
Les Kearney
#40643
C-GCWZ (Resereved)
Message 28
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| Subject: | Re: Alternative engines |
Toyota has a jet? I know of the Honda Jet, but haven't heard of the
Toyota.
do not archive
Jesse Saint
Saint Aviation, Inc.
jesse@saintaviation.com
Cell: 352-427-0285
Fax: 815-377-3694
On Dec 14, 2007, at 4:02 PM, GRANSCOTT@aol.com wrote:
> In a message dated 12/14/2007 1:46:17 PM Central Standard Time, deej@deej.net
> writes:
> It would be interesting to find out about the Toyota research project.
> Toyota said about 4 years ago the stopped the 4 place/engine to
> concentrate on their jet...which was on show at the last two KOSH's...
>
>
> See AOL's top rated recipes and easy ways to stay in shape for winter.
>
>
Message 29
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| Subject: | Re: Alternative engines |
You sure that was Toyota? I haven't seen a Toyota jet at OSH, not that I see everything each year. Toyota had a POC piston aircraft they were flying for a while but I think they abandoned it. http://www.avweb.com/news/atis/181827-1.html
Honda on the other hand has had a jet at OSH for the past few years. They have
since decided to manufacturer this jet in Greensboro, NC.
http://world.honda.com/HondaJet/
William
http://wcurtis.nerv10.com/
-------- Original Message --------
> In a message dated 12/14/2007 1:46:17 PM Central Standard Time,
> deej@deej.net writes:
>
> It would be interesting to find out about the Toyota research project.
>
>
> Toyota said about 4 years ago the stopped the 4 place/engine to concentrate
> on their jet...which was on show at the last two KOSH's...
>
>
>
> **************************************See AOL's top rated recipes
> (http://food.aol.com/top-rated-recipes?NCID=aoltop00030000000004)
Message 30
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| Subject: | Re: Alternative engines |
Sorry Jesse, it's the Honda jet, although I've read that Toyota also has one
under development which is why the dropped their GA program but who knows if
anything is accurate you read these days...including my missive...
P
**************************************See AOL's top rated recipes
(http://food.aol.com/top-rated-recipes?NCID=aoltop00030000000004)
Message 31
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We are ready to fly, just awaiting the permission from the Ecuadorian
"FAA". Those of us who live and fly in the US sure have it good. You
have to have permission to spit in the air down here.
As an update on the Vertical Power system that some are interested in
hearing, we have it up and running and mostly configured. It so far
is a fantastic way to handle the electrical system, from initial
wiring to setting flaps and wiring trims. With the trim settings, if
you have it wired backwards, you can just flip it in the menus and it
changed direction. The flaps allow you to set up, down and two
intermediate positions if you have an indicator (enter the Ray Allen
position sensor), so if you want up, 0, 10 and 30 instead of up, 0, 15
and 30, that's no problem. I don't think they have implemented the
trim sensitivity option yet, but it will soon be possible to
automatically slow down the trims in cruise and speed them back up in
slow flight and pattern work. Adding circuits, like we added for
pumps from wingtip tanks to the mains, is super easy. Just pick an
open pin, run a wire and set it up in the menu. They are right now
debugging the reading from the Dynon EMS to help with the automatic
mode switching (we are the first ones running on a Dynon with the VP),
but the GPS info from the 430 is already on there to do some of the
mode switching. Each device can be set up to come on automatically in
any mode, including preflight, so you could have it turn on a Garmin
496 during preflight to go ahead and start downloading the weather.
Overall, I am so far very impressed with both the functionality, the
ease of installation, the great documentation and the quick and
thorough tech support in getting things running. I just wish all of
the possibilities were already implemented in the software. That will
come.
For the record, I am not affiliated with Vertical Power, but I am one
of their dealers, which I will continue to be as long as they keep up
the good work.
Jesse Saint
Saint Aviation, Inc.
jesse@saintaviation.com
Cell: 352-427-0285
Fax: 815-377-3694
Message 32
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| Subject: | Illuminated Switches |
Hi Ted
Those are very nice switches. Much nicer than the usual throw switches.
Thanks for the link.
Cheers
Les
PS: Did I see your plane in a recent copy of COPA?. Where are you based?
_____
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Ted French
Sent: December-14-07 2:34 PM
Subject: RE: RV10-List: Illuminated Switches
Les
See: http://www.action-electronics.com/pdf/gcsw16.pdf
Look at the one at the bottom of this page. The light is independant of the
switch. I wired mine so the panel lights bring it on fairly dim, but when
switched on, they go full bright. Also available from Stein with white light
instead of green.
See my panel at: http://www3.telus.net/elfrench/Panel_Feb_26_2007.jpg
Do Not Archive
Ted French C-FXCS
RV-10 Flying
-----Original Message-----
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com]On Behalf Of Les Kearney
Sent: December 14, 2007 8:34 AM
Subject: RV10-List: Illuminated Switches
Hi
As I plan my panel, I thought it would be nice to use illuminated switches
in some applications. I came across some MilSpec switches but I suspect they
would be very expensive.
Does anyone have a good source for switches that would be appropriate for
panel use (other than the typical toggle switches).
Cheers
Les Kearney
#40643
C-GCWZ (Resereved)
href="http://www.matronics.com/contribution">http://www.matronics.com/chref
"http://www.matronics.com/Navigator?RV10-List">http://www.matronics.com/Navi
gator?RV10-List
href="http://forums.matronics.com">http://forums.matronics.com
Message 33
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That's great to hear Jesse -
I'm also going to go with the VP setup, and Marc Ausman actually came to
my house last Tuesday (ok...he was already coming to LA, I'm not that
special!) and we went over some of the stuff, and he brought me a dummy
CU box and display faceplate to use for panel planning (refundable
deposit required). Overall, I am incredibly impressed with what he's
doing, and he's a really nice knowledgeable fella as well! He actually
had some great suggestions for my aircraft that weren't related to his
system as well. He's got a RV-7 that he built, so he can kinda relate.
Anyway, more to come!
cj
#40410
www.perfectlygoodairplane.net <http://www.perfectlygoodairplane.net/>
-----Original Message-----
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Jesse Saint
Sent: Friday, December 14, 2007 2:13 PM
Subject: RV10-List: VP-200 Update
We are ready to fly, just awaiting the permission from the Ecuadorian
"FAA". Those of us who live and fly in the US sure have it good. You
have to have permission to spit in the air down here.
As an update on the Vertical Power system that some are interested in
hearing, we have it up and running and mostly configured. It so far is
a fantastic way to handle the electrical system, from initial wiring to
setting flaps and wiring trims. With the trim settings, if you have it
wired backwards, you can just flip it in the menus and it changed
direction. The flaps allow you to set up, down and two intermediate
positions if you have an indicator (enter the Ray Allen position
sensor), so if you want up, 0, 10 and 30 instead of up, 0, 15 and 30,
that's no problem. I don't think they have implemented the trim
sensitivity option yet, but it will soon be possible to automatically
slow down the trims in cruise and speed them back up in slow flight and
pattern work. Adding circuits, like we added for pumps from wingtip
tanks to the mains, is super easy. Just pick an open pin, run a wire
and set it up in the menu. They are right now debugging the reading
from the Dynon EMS to help with the automatic mode switching (we are the
first ones running on a Dynon with the VP), but the GPS info from the
430 is already on there to do some of the mode switching. Each device
can be set up to come on automatically in any mode, including preflight,
so you could have it turn on a Garmin 496 during preflight to go ahead
and start downloading the weather.
Overall, I am so far very impressed with both the functionality, the
ease of installation, the great documentation and the quick and thorough
tech support in getting things running. I just wish all of the
possibilities were already implemented in the software. That will come.
For the record, I am not affiliated with Vertical Power, but I am one of
their dealers, which I will continue to be as long as they keep up the
good work.
Jesse Saint
Saint Aviation, Inc.
jesse@saintaviation.com
Cell: 352-427-0285
Fax: 815-377-3694
Message 34
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| Subject: | Re: VP-200 Update |
Any thoughts as to cost of the VP-200 vs conventional breakers and
somebody else's engine monitor/analyzer?
On Dec 14, 2007 3:12 PM, Jesse Saint <jesse@saintaviation.com> wrote:
> We are ready to fly, just awaiting the permission from the Ecuadorian "FAA".
> Those of us who live and fly in the US sure have it good. You have to have
> permission to spit in the air down here.
>
> As an update on the Vertical Power system that some are interested in
> hearing, we have it up and running and mostly configured. It so far is a
> fantastic way to handle the electrical system, from initial wiring to
> setting flaps and wiring trims. With the trim settings, if you have it
> wired backwards, you can just flip it in the menus and it changed direction.
> The flaps allow you to set up, down and two intermediate positions if you
> have an indicator (enter the Ray Allen position sensor), so if you want up,
> 0, 10 and 30 instead of up, 0, 15 and 30, that's no problem. I don't think
> they have implemented the trim sensitivity option yet, but it will soon be
> possible to automatically slow down the trims in cruise and speed them back
> up in slow flight and pattern work. Adding circuits, like we added for
> pumps from wingtip tanks to the mains, is super easy. Just pick an open
> pin, run a wire and set it up in the menu. They are right now debugging the
> reading from the Dynon EMS to help with the automatic mode switching (we are
> the first ones running on a Dynon with the VP), but the GPS info from the
> 430 is already on there to do some of the mode switching. Each device can
> be set up to come on automatically in any mode, including preflight, so you
> could have it turn on a Garmin 496 during preflight to go ahead and start
> downloading the weather.
>
> Overall, I am so far very impressed with both the functionality, the ease of
> installation, the great documentation and the quick and thorough tech
> support in getting things running. I just wish all of the possibilities
> were already implemented in the software. That will come.
>
> For the record, I am not affiliated with Vertical Power, but I am one of
> their dealers, which I will continue to be as long as they keep up the good
> work.
>
>
> Jesse Saint
> Saint Aviation, Inc.
> jesse@saintaviation.com
> Cell: 352-427-0285
> Fax: 815-377-3694
>
>
Message 35
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| Subject: | Alternative engines |
The article appears to be about 10 years old. Cirrus and Thielert have
skewed all the basis. The Continental Diesel has been abandoned. The
Orenda goes way back with Lancairs. The Zoche Diesel is still a research
project and Mooney is long out of this Alternate Engine hunt.
It was fun reading.
John Cox
-----Original Message-----
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Dj Merrill
Sent: Friday, December 14, 2007 11:19 AM
Subject: Re: RV10-List: Alternative engines
Dave Leikam wrote:
>
> Go ahead and post it where ever you like, I found the article by
> chance while Googling around. I have no idea when it was written, but
> I assume it is not too old. It references Toyota's interest in
> building a small 4 seat GA airplane, and I remember hearing about that
> several years ago.
I looked at the page info in Firefox (Tools, Page Info menu under
Linux), and it says this page was last modified on Nov 4, 1997. No idea
if that is really the correct date it was published, though. The
author's info is at the bottom of the web page, so I suppose we could
contact him and see...
It would be interesting to find out about the Toyota research
project.
-Dj
--
Dj Merrill - N1JOV
Glastar Sportsman 2+2 Builder #7118 N421DJ
http://deej.net/sportsman/
"Many things that are unexplainable happen during the construction of an
airplane." --Dave Prizio, 30 Aug 2005
Message 36
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|
Hmmm
I have a couple of long conversations with Marc Ausman of Vertical Power
over the past couple of weeks. I have decided to use their product after
seeing it at KOSH and reading the online docs.
I like the idea of eliminating the traditional bus / breaker arrangement for
something that is a more sophisticated. One of the nice things about their
system is that it builds in capabilities that would otherwise require
integration of other boxes. Things like trim sensitivity, landing light wig
wags, door alarms / annuciators / low voltage warnings / audible alarms /
etc.
If VP's post sales support is even half of what the pre-sales support is
like, they will be a great company to deal with.
Cheers
Les Kearney
#40643
C-GCWZ (reserved)
_____
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Jesse Saint
Sent: December-14-07 3:13 PM
Subject: RV10-List: VP-200 Update
We are ready to fly, just awaiting the permission from the Ecuadorian "FAA".
Those of us who live and fly in the US sure have it good. You have to have
permission to spit in the air down here.
As an update on the Vertical Power system that some are interested in
hearing, we have it up and running and mostly configured. It so far is a
fantastic way to handle the electrical system, from initial wiring to
setting flaps and wiring trims. With the trim settings, if you have it
wired backwards, you can just flip it in the menus and it changed direction.
The flaps allow you to set up, down and two intermediate positions if you
have an indicator (enter the Ray Allen position sensor), so if you want up,
0, 10 and 30 instead of up, 0, 15 and 30, that's no problem. I don't think
they have implemented the trim sensitivity option yet, but it will soon be
possible to automatically slow down the trims in cruise and speed them back
up in slow flight and pattern work. Adding circuits, like we added for
pumps from wingtip tanks to the mains, is super easy. Just pick an open
pin, run a wire and set it up in the menu. They are right now debugging the
reading from the Dynon EMS to help with the automatic mode switching (we are
the first ones running on a Dynon with the VP), but the GPS info from the
430 is already on there to do some of the mode switching. Each device can
be set up to come on automatically in any mode, including preflight, so you
could have it turn on a Garmin 496 during preflight to go ahead and start
downloading the weather.
Overall, I am so far very impressed with both the functionality, the ease of
installation, the great documentation and the quick and thorough tech
support in getting things running. I just wish all of the possibilities
were already implemented in the software. That will come.
For the record, I am not affiliated with Vertical Power, but I am one of
their dealers, which I will continue to be as long as they keep up the good
work.
Jesse Saint
Saint Aviation, Inc.
jesse@saintaviation.com
Cell: 352-427-0285
Fax: 815-377-3694
Message 37
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| Subject: | Re: Illuminated Switches |
HERE ARE SOME ROCKER SWITCHES..........
DP
http://www.aerocraftparts.com/Categories.aspx?Category=38940ec0-b260-4e9f-a23c-b80ff8e89c67
-----Original Message-----
From: Les Kearney <kearney@shaw.ca>
Sent: Fri, 14 Dec 2007 4:39 pm
Subject: RE: RV10-List: Illuminated Switches
Hi Ted
?
Those are very nice switches. Much nicer
than the usual throw switches. Thanks for the link.
?
Cheers
?
Les
?
PS: Did I see your plane in a recent copy
of COPA?. Where are you based?
?
?
From:
owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On
Behalf Of Ted French
Sent: December-14-07 2:34 PM
Subject: RE: RV10-List:
Illuminated Switches
?
Les
?
See:? http://www.action-electronics.com/pdf/gcsw16.pdf
?
Look at the one
at the bottom of this page.? The light is independant of the switch. I
wired mine so the panel lights bring it on fairly dim, but when switched on,
they go full bright. Also available from Stein with white light instead of
green.
?
See my panel
at:? http://www3.telus.net/elfrench/Panel_Feb_26_2007.jpg
?
Do
Not Archive
Ted
French C-FXCS
RV-10?
Flying
-----Original Message-----
From:
owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com]On
Behalf Of Les Kearney
Sent: December 14, 2007 8:34 AM
Subject: RV10-List: Illuminated
Switches
Hi
?
As I plan my panel, I thought it would be
nice to use illuminated switches in some applications. I came across some
MilSpec switches but I suspect they would be very expensive.?
?
Does anyone have a good source for
switches that would be appropriate for panel use (other than the typical toggle
switches).
?
Cheers
?
Les Kearney
#40643
C-GCWZ (Resereved)
?
?
href="http://www.matronics.com/contribution">http://www.matronics.com/chref="http://www.matronics.com/Navigator?RV10-List">http://www.matronics.com/Navigator?RV10-List
href="http://forums.matronics.com">http://forums.matronics.com
?
?
?
http://www.matronics.com/contribution
http://www.matronics.com/Navigator?RV10-List
http://forums.matronics.com
?
________________________________________________________________________
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| Subject: | Re: VP-200 Update |
I am planning to use the VP200 in my plane as well. It is more
expensive than going with traditional breakers and switches, but there
are several upsides. One of which is that the system continues to
improve through software updates as previously mentioned.
I ordered the VP200 back at Oshkosh thinking I would be further along
by now. It really does look cool sitting on my desk. :-)
Mike Schipper
#40576 - Fuselage - www.rvten.com
Message 39
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Does the VP-200 include the engine monitor? I thought it simply displayed
data transmitted by an owner provided engine monitor (JPI, etc.).
Best Regards,
Patrick #40715 / N690CT
-----Original Message-----
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Kelly McMullen
Sent: Friday, December 14, 2007 2:47 PM
Subject: Re: RV10-List: VP-200 Update
Any thoughts as to cost of the VP-200 vs conventional breakers and
somebody else's engine monitor/analyzer?
On Dec 14, 2007 3:12 PM, Jesse Saint <jesse@saintaviation.com> wrote:
> We are ready to fly, just awaiting the permission from the Ecuadorian
"FAA".
> Those of us who live and fly in the US sure have it good. You have to
have
> permission to spit in the air down here.
>
> As an update on the Vertical Power system that some are interested in
> hearing, we have it up and running and mostly configured. It so far is a
> fantastic way to handle the electrical system, from initial wiring to
> setting flaps and wiring trims. With the trim settings, if you have it
> wired backwards, you can just flip it in the menus and it changed
direction.
> The flaps allow you to set up, down and two intermediate positions if you
> have an indicator (enter the Ray Allen position sensor), so if you want
up,
> 0, 10 and 30 instead of up, 0, 15 and 30, that's no problem. I don't
think
> they have implemented the trim sensitivity option yet, but it will soon be
> possible to automatically slow down the trims in cruise and speed them
back
> up in slow flight and pattern work. Adding circuits, like we added for
> pumps from wingtip tanks to the mains, is super easy. Just pick an open
> pin, run a wire and set it up in the menu. They are right now debugging
the
> reading from the Dynon EMS to help with the automatic mode switching (we
are
> the first ones running on a Dynon with the VP), but the GPS info from the
> 430 is already on there to do some of the mode switching. Each device can
> be set up to come on automatically in any mode, including preflight, so
you
> could have it turn on a Garmin 496 during preflight to go ahead and start
> downloading the weather.
>
> Overall, I am so far very impressed with both the functionality, the ease
of
> installation, the great documentation and the quick and thorough tech
> support in getting things running. I just wish all of the possibilities
> were already implemented in the software. That will come.
>
> For the record, I am not affiliated with Vertical Power, but I am one of
> their dealers, which I will continue to be as long as they keep up the
good
> work.
>
>
> Jesse Saint
> Saint Aviation, Inc.
> jesse@saintaviation.com
> Cell: 352-427-0285
> Fax: 815-377-3694
>
>
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| Subject: | Re: VP-200 Update |
Is there any sense of how much weight you add with the VP-200?.. and
would it replace the function of the Safety-Trim device?
Jeff Carpenter
40304
On Dec 14, 2007, at 3:22 PM, Michael Schipper wrote:
> <mike@learningplanet.com>
>
> I am planning to use the VP200 in my plane as well. It is more
> expensive than going with traditional breakers and switches, but
> there are several upsides. One of which is that the system
> continues to improve through software updates as previously mentioned.
>
> I ordered the VP200 back at Oshkosh thinking I would be further
> along by now. It really does look cool sitting on my desk. :-)
>
> Mike Schipper
> #40576 - Fuselage - www.rvten.com
>
>
Message 41
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Before I had many hours in the soup IFR, I was in favor of as much automaiton in
light aircraft as possible. Now I've kind of taken a more conservative approach
and in addition to the cost of the VP-200, I would only fear the WOPR/Skynet
affect if this box that is hooked into and in control of (almost) everything
should "lose it mind" and go stupid (or smart:-). But that's just me, YMMV.
William
http://wcurtis.nerv10.com/
-------- Original Message --------
> We are ready to fly, just awaiting the permission from the Ecuadorian
> "FAA". Those of us who live and fly in the US sure have it good. You
> have to have permission to spit in the air down here.
>
> As an update on the Vertical Power system that some are interested in
> hearing, we have it up and running and mostly configured. It so far
> is a fantastic way to handle the electrical system, from initial
> wiring to setting flaps and wiring trims. With the trim settings, if
> you have it wired backwards, you can just flip it in the menus and it
> changed direction. The flaps allow you to set up, down and two
> intermediate positions if you have an indicator (enter the Ray Allen
> position sensor), so if you want up, 0, 10 and 30 instead of up, 0, 15
> and 30, that's no problem. I don't think they have implemented the
> trim sensitivity option yet, but it will soon be possible to
> automatically slow down the trims in cruise and speed them back up in
> slow flight and pattern work. Adding circuits, like we added for
> pumps from wingtip tanks to the mains, is super easy. Just pick an
> open pin, run a wire and set it up in the menu. They are right now
> debugging the reading from the Dynon EMS to help with the automatic
> mode switching (we are the first ones running on a Dynon with the VP),
> but the GPS info from the 430 is already on there to do some of the
> mode switching. Each device can be set up to come on automatically in
> any mode, including preflight, so you could have it turn on a Garmin
> 496 during preflight to go ahead and start downloading the weather.
>
> Overall, I am so far very impressed with both the functionality, the
> ease of installation, the great documentation and the quick and
> thorough tech support in getting things running. I just wish all of
> the possibilities were already implemented in the software. That will
> come.
>
> For the record, I am not affiliated with Vertical Power, but I am one
> of their dealers, which I will continue to be as long as they keep up
> the good work.
>
> Jesse Saint
> Saint Aviation, Inc.
> jesse@saintaviation.com
> Cell: 352-427-0285
> Fax: 815-377-3694
Message 42
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As far as that goes, you can build in a safety net for critical stuff in
the event of the VP going boom. Really easy to do, and there are
diagrams on the VP site showing different ways to go about it. when
it's working, which should be the norm, the automation will be VERY nice
to have. Also, the emergency handling is pretty slick too!
cj
-----Original Message-----
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of William
Curtis
Sent: Friday, December 14, 2007 4:19 PM
Subject: re: RV10-List: VP-200 Update
Before I had many hours in the soup IFR, I was in favor of as much
automaiton in light aircraft as possible. Now I've kind of taken a more
conservative approach and in addition to the cost of the VP-200, I would
only fear the WOPR/Skynet affect if this box that is hooked into and in
control of (almost) everything should "lose it mind" and go stupid (or
smart:-). But that's just me, YMMV.
William
http://wcurtis.nerv10.com/
-------- Original Message --------
> We are ready to fly, just awaiting the permission from the Ecuadorian
> "FAA". Those of us who live and fly in the US sure have it good. You
> have to have permission to spit in the air down here.
>
> As an update on the Vertical Power system that some are interested in
> hearing, we have it up and running and mostly configured. It so far
> is a fantastic way to handle the electrical system, from initial
> wiring to setting flaps and wiring trims. With the trim settings, if
> you have it wired backwards, you can just flip it in the menus and it
> changed direction. The flaps allow you to set up, down and two
> intermediate positions if you have an indicator (enter the Ray Allen
> position sensor), so if you want up, 0, 10 and 30 instead of up, 0, 15
> and 30, that's no problem. I don't think they have implemented the
> trim sensitivity option yet, but it will soon be possible to
> automatically slow down the trims in cruise and speed them back up in
> slow flight and pattern work. Adding circuits, like we added for
> pumps from wingtip tanks to the mains, is super easy. Just pick an
> open pin, run a wire and set it up in the menu. They are right now
> debugging the reading from the Dynon EMS to help with the automatic
> mode switching (we are the first ones running on a Dynon with the VP),
> but the GPS info from the 430 is already on there to do some of the
> mode switching. Each device can be set up to come on automatically in
> any mode, including preflight, so you could have it turn on a Garmin
> 496 during preflight to go ahead and start downloading the weather.
>
> Overall, I am so far very impressed with both the functionality, the
> ease of installation, the great documentation and the quick and
> thorough tech support in getting things running. I just wish all of
> the possibilities were already implemented in the software. That will
> come.
>
> For the record, I am not affiliated with Vertical Power, but I am one
> of their dealers, which I will continue to be as long as they keep up
> the good work.
>
> Jesse Saint
> Saint Aviation, Inc.
> jesse@saintaviation.com
> Cell: 352-427-0285
> Fax: 815-377-3694
Message 43
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| Subject: | Re: VP-200 Update |
William
I spoke to Marc at VP yesterday on this very point. There are failsafes built in.
For example, if he box had a major brain fart (notice the high tech terminology),
I can still drive my EFIS off the main bus wth the simple throw of an external
switch.
In all seriousness, VP has given thought to failure modes. Given that the system
detects and handles device faults, can automatically implement load shedding
if an aternor fails, I suspect this is a lower risk solution.
Personally, I like the idea of a solid state electrical system rather than th
rats nest of wiring / breakers etc hat I have seen in more traditional a/c.
Cheers
Les Kearney
#40643
----- Original Message -----
From: William Curtis <wcurtis@nerv10.com>
Subject: re: RV10-List: VP-200 Update
> <wcurtis@nerv10.com>
> Before I had many hours in the soup IFR, I was in favor of as
> much automaiton in light aircraft as possible. Now I've
> kind of taken a more conservative approach and in addition to
> the cost of the VP-200, I would only fear the WOPR/Skynet affect
> if this box that is hooked into and in control of (almost)
> everything should "lose it mind" and go stupid (or smart:-
> ). But that's just me, YMMV.
>
> William
> http://wcurtis.nerv10.com/
>
>
> -------- Original Message --------
> > We are ready to fly, just awaiting the permission from the
> Ecuadorian
> > "FAA". Those of us who live and fly in the US sure have
> it good. You
> > have to have permission to spit in the air down here.
> >
> > As an update on the Vertical Power system that some are
> interested in
> > hearing, we have it up and running and mostly
> configured. It so far
> > is a fantastic way to handle the electrical system, from
> initial
> > wiring to setting flaps and wiring trims. With the trim
> settings, if
> > you have it wired backwards, you can just flip it in the menus
> and it
> > changed direction. The flaps allow you to set up, down
> and two
> > intermediate positions if you have an indicator (enter the Ray
> Allen
> > position sensor), so if you want up, 0, 10 and 30 instead of
> up, 0, 15
> > and 30, that's no problem. I don't think they have
> implemented the
> > trim sensitivity option yet, but it will soon be possible
> to
> > automatically slow down the trims in cruise and speed them
> back up in
> > slow flight and pattern work. Adding circuits, like we
> added for
> > pumps from wingtip tanks to the mains, is super easy.
> Just pick an
> > open pin, run a wire and set it up in the menu. They are
> right now
> > debugging the reading from the Dynon EMS to help with the
> automatic
> > mode switching (we are the first ones running on a Dynon with
> the VP),
> > but the GPS info from the 430 is already on there to do some
> of the
> > mode switching. Each device can be set up to come on
> automatically in
> > any mode, including preflight, so you could have it turn on a
> Garmin
> > 496 during preflight to go ahead and start downloading the weather.
> >
> > Overall, I am so far very impressed with both the
> functionality, the
> > ease of installation, the great documentation and the quick
> and
> > thorough tech support in getting things running. I just
> wish all of
> > the possibilities were already implemented in the
> software. That will
> > come.
> >
> > For the record, I am not affiliated with Vertical Power, but I
> am one
> > of their dealers, which I will continue to be as long as they
> keep up
> > the good work.
> >
> > Jesse Saint
> > Saint Aviation, Inc.
> > jesse@saintaviation.com
> > Cell: 352-427-0285
> > Fax: 815-377-3694
>
>
>
>
>
> Lists This Month --
> (And Get Some AWESOME FREE Gifts!)
> Click on
> _-
> = -Matt Dralle, List Admin.
> RV10-List Email Forum -
> _-
> = - MATRONICS WEB FORUMS -
>
>
>
>
Message 44
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Les,
Are you going with the 100 or 200?
I'm still struggling with the price/value of the unit.
Having met Marc and team at Michael Sausen's house before OSH and listening
to him explain the system, it is certainly a great product. I think I
would want to go with the 200, but am having difficulties justifying the
expense to myself, let alone my wife.
Bob
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Les Kearney
Sent: Friday, December 14, 2007 5:50 PM
Subject: RE: RV10-List: VP-200 Update
Hmmm
I have a couple of long conversations with Marc Ausman of Vertical Power
over the past couple of weeks. I have decided to use their product after
seeing it at KOSH and reading the online docs.
I like the idea of eliminating the traditional bus / breaker arrangement for
something that is a more sophisticated. One of the nice things about their
system is that it builds in capabilities that would otherwise require
integration of other boxes. Things like trim sensitivity, landing light wig
wags, door alarms / annuciators / low voltage warnings / audible alarms /
etc.
If VP's post sales support is even half of what the pre-sales support is
like, they will be a great company to deal with.
Cheers
Les Kearney
#40643
C-GCWZ (reserved)
_____
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Jesse Saint
Sent: December-14-07 3:13 PM
Subject: RV10-List: VP-200 Update
We are ready to fly, just awaiting the permission from the Ecuadorian "FAA".
Those of us who live and fly in the US sure have it good. You have to have
permission to spit in the air down here.
As an update on the Vertical Power system that some are interested in
hearing, we have it up and running and mostly configured. It so far is a
fantastic way to handle the electrical system, from initial wiring to
setting flaps and wiring trims. With the trim settings, if you have it
wired backwards, you can just flip it in the menus and it changed direction.
The flaps allow you to set up, down and two intermediate positions if you
have an indicator (enter the Ray Allen position sensor), so if you want up,
0, 10 and 30 instead of up, 0, 15 and 30, that's no problem. I don't think
they have implemented the trim sensitivity option yet, but it will soon be
possible to automatically slow down the trims in cruise and speed them back
up in slow flight and pattern work. Adding circuits, like we added for
pumps from wingtip tanks to the mains, is super easy. Just pick an open
pin, run a wire and set it up in the menu. They are right now debugging the
reading from the Dynon EMS to help with the automatic mode switching (we are
the first ones running on a Dynon with the VP), but the GPS info from the
430 is already on there to do some of the mode switching. Each device can
be set up to come on automatically in any mode, including preflight, so you
could have it turn on a Garmin 496 during preflight to go ahead and start
downloading the weather.
Overall, I am so far very impressed with both the functionality, the ease of
installation, the great documentation and the quick and thorough tech
support in getting things running. I just wish all of the possibilities
were already implemented in the software. That will come.
For the record, I am not affiliated with Vertical Power, but I am one of
their dealers, which I will continue to be as long as they keep up the good
work.
Jesse Saint
Saint Aviation, Inc.
jesse@saintaviation.com
Cell: 352-427-0285
Fax: 815-377-3694
http://www.matronics.com/contribution
http://www.matronics.com/Navigator?RV10-List
http://forums.matronics.com
__________ NOD32 2724 (20071214) Information __________
Message 45
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|
I agree. After 4000+ and about 10% of that actual IMC without a working
autopilot and a career in information technology, I don't trust someone else
or something else flying the aircraft for me. Hence my 10 has every
appliance on its own breaker (eithor pull or toggle), two batteries and
three ways to get to the batteries. If you use the automation just make sure
that you know what it does for you and how to disconnect it and hand fly
from raw data. Hence it follows if one can't fly an ILS in actual IMC to
minimums, then the automation should not be doing it for you.
-----Original Message-----
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of William Curtis
Sent: Friday, December 14, 2007 5:19 PM
Subject: re: RV10-List: VP-200 Update
Before I had many hours in the soup IFR, I was in favor of as much
automaiton in light aircraft as possible. Now I've kind of taken a more
conservative approach and in addition to the cost of the VP-200, I would
only fear the WOPR/Skynet affect if this box that is hooked into and in
control of (almost) everything should "lose it mind" and go stupid (or
smart:-). But that's just me, YMMV.
William
http://wcurtis.nerv10.com/
-------- Original Message --------
> We are ready to fly, just awaiting the permission from the Ecuadorian
> "FAA". Those of us who live and fly in the US sure have it good. You
> have to have permission to spit in the air down here.
>
> As an update on the Vertical Power system that some are interested in
> hearing, we have it up and running and mostly configured. It so far
> is a fantastic way to handle the electrical system, from initial
> wiring to setting flaps and wiring trims. With the trim settings, if
> you have it wired backwards, you can just flip it in the menus and it
> changed direction. The flaps allow you to set up, down and two
> intermediate positions if you have an indicator (enter the Ray Allen
> position sensor), so if you want up, 0, 10 and 30 instead of up, 0, 15
> and 30, that's no problem. I don't think they have implemented the
> trim sensitivity option yet, but it will soon be possible to
> automatically slow down the trims in cruise and speed them back up in
> slow flight and pattern work. Adding circuits, like we added for
> pumps from wingtip tanks to the mains, is super easy. Just pick an
> open pin, run a wire and set it up in the menu. They are right now
> debugging the reading from the Dynon EMS to help with the automatic
> mode switching (we are the first ones running on a Dynon with the VP),
> but the GPS info from the 430 is already on there to do some of the
> mode switching. Each device can be set up to come on automatically in
> any mode, including preflight, so you could have it turn on a Garmin
> 496 during preflight to go ahead and start downloading the weather.
>
> Overall, I am so far very impressed with both the functionality, the
> ease of installation, the great documentation and the quick and
> thorough tech support in getting things running. I just wish all of
> the possibilities were already implemented in the software. That will
> come.
>
> For the record, I am not affiliated with Vertical Power, but I am one
> of their dealers, which I will continue to be as long as they keep up
> the good work.
>
> Jesse Saint
> Saint Aviation, Inc.
> jesse@saintaviation.com
> Cell: 352-427-0285
> Fax: 815-377-3694
Message 46
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Marc does have a document that you can use to calculate the differences.
http://www.verticalpower.com/docs/Pricing_Analysis.pdf
I would be interested in seeing if somebody has taken the time to complete
the worksheet to see where it came out.
-----Original Message-----
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Kelly McMullen
Sent: Friday, December 14, 2007 5:47 PM
Subject: Re: RV10-List: VP-200 Update
Any thoughts as to cost of the VP-200 vs conventional breakers and
somebody else's engine monitor/analyzer?
Message 47
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| Subject: | Re: VP-200 Update |
Hi Jeff,
The combined weight of the control unit, the display unit, and the
remote switch unit is around 5 pounds. I really don't know how that
would compare to a couple dozen breakers, switches, and wires.
Yes, it has runaway trim protection built in, along with many other
safety features.
There is no built-in engine monitor, but it will take the output from
any GRT-compatible EIS and display the engine data.
Mike Schipper
#40576 - Fuselage - www.rvten.com
On Dec 14, 2007, at 5:45 PM, Jeff Carpenter wrote:
> >
>
> Is there any sense of how much weight you add with the VP-200?.. and
> would it replace the function of the Safety-Trim device?
>
> Jeff Carpenter
> 40304
>
>
> On Dec 14, 2007, at 3:22 PM, Michael Schipper wrote:
>
>> >
>>
>> I am planning to use the VP200 in my plane as well. It is more
>> expensive than going with traditional breakers and switches, but
>> there are several upsides. One of which is that the system
>> continues to improve through software updates as previously
>> mentioned.
>>
>> I ordered the VP200 back at Oshkosh thinking I would be further
>> along by now. It really does look cool sitting on my desk. :-)
>>
>> Mike Schipper
>> #40576 - Fuselage - www.rvten.com
>>
Message 48
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| Subject: | Re: VP-200 Update |
I have done the worksheet and I found that either unit saved me about
$1,750 in parts (flap positioning system, trim relays, switches,
breakers, etc.). As Stein told me when I talked to him about it, it
really comes into play a lot when you start calculating the amount of
time it saves. I think that someone who has never wired a plane can
handle doing it with this a LOT easier than the traditional way. When
it comes time to add something, which you will very possibly do even
before you get the plane flying, you can just add that to the
spreadsheet and run a wire from a pin on J3-J6 and set it up in the
menus. It also gives you a lot easier point to start to build the
wiring harness outside the plane as one piece and just slide it in
(minus some of the big wires, of course). I have now wired 3
airframes with this and am very happy with how easy it is to plan-
harness-install. After next weekend anybody who wants to come by X35
for a ground demo, I would be happy to do it.
Jesse Saint
Saint Aviation, Inc.
jesse@saintaviation.com
Cell: 352-427-0285
Fax: 815-377-3694
On Dec 14, 2007, at 8:00 PM, Bob Leffler wrote:
>
> Marc does have a document that you can use to calculate the
> differences.
> http://www.verticalpower.com/docs/Pricing_Analysis.pdf
>
> I would be interested in seeing if somebody has taken the time to
> complete
> the worksheet to see where it came out.
>
>
> -----Original Message-----
> From: owner-rv10-list-server@matronics.com
> [mailto:owner-rv10-list-server@matronics.com] On Behalf Of Kelly
> McMullen
> Sent: Friday, December 14, 2007 5:47 PM
> To: rv10-list@matronics.com
> Subject: Re: RV10-List: VP-200 Update
>
>
> Any thoughts as to cost of the VP-200 vs conventional breakers and
> somebody else's engine monitor/analyzer?
>
>
Message 49
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| Subject: | Re: VP-200 Update |
OK, is this the "saving" by spending or are you saying that if you had not installed
the VP-200 you would have installed $8,245 ($6,495+$1,750) worth of wiring,
breakers and devices? This, I find hard to believe. And there is the tell;
this product is a GREAT deal for a reseller. It allows them to add another
high value item to the customer cost that saves THEM the reseller time in wiring.
Don't get me wrong, I think this would also be great for those that have
never or had little or no experience wiring an aircraft also. But you would
have had to have slept through economics class for the VP-200 to save the end
user money over a conventional design. The ket fob and automation features are
compelling however for a VFR aircraft.
William
http://wcurtis.nerv10.com/
-------- Original Message --------
>
> I have done the worksheet and I found that either unit saved me about
> $1,750 in parts (flap positioning system, trim relays, switches,
> breakers, etc.). As Stein told me when I talked to him about it, it
> really comes into play a lot when you start calculating the amount of
> time it saves. I think that someone who has never wired a plane can
> handle doing it with this a LOT easier than the traditional way. When
> it comes time to add something, which you will very possibly do even
> before you get the plane flying, you can just add that to the
> spreadsheet and run a wire from a pin on J3-J6 and set it up in the
> menus. It also gives you a lot easier point to start to build the
> wiring harness outside the plane as one piece and just slide it in
> (minus some of the big wires, of course). I have now wired 3
> airframes with this and am very happy with how easy it is to plan-
> harness-install. After next weekend anybody who wants to come by X35
> for a ground demo, I would be happy to do it.
>
> Jesse Saint
> Saint Aviation, Inc.
> jesse@saintaviation.com
> Cell: 352-427-0285
> Fax: 815-377-3694
>
> On Dec 14, 2007, at 8:00 PM, Bob Leffler wrote:
>
> >
> > Marc does have a document that you can use to calculate the
> > differences.
> > http://www.verticalpower.com/docs/Pricing_Analysis.pdf
> >
> > I would be interested in seeing if somebody has taken the time to
> > complete
> > the worksheet to see where it came out.
> >
> >
> > -----Original Message-----
> > From: owner-rv10-list-server@matronics.com
> > [mailto:owner-rv10-list-server@matronics.com] On Behalf Of Kelly
> > McMullen
> > Sent: Friday, December 14, 2007 5:47 PM
> > To: rv10-list@matronics.com
> > Subject: Re: RV10-List: VP-200 Update
> >
> >
> > Any thoughts as to cost of the VP-200 vs conventional breakers and
> > somebody else's engine monitor/analyzer?
> >
> >
> >
> >
> >
>
>
Message 50
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| Subject: | Fw: fuel prices along chart |
Here is a neat link someone posted on the SoCal VAF yahoo list that may
come in handy when looking for a cheaper $100 burger location.
http://www.seattleavionics.com/FuelPrices.shtml#FuelPrices
Pascal
Message 51
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| Subject: | Re: VP-200 Update |
That is not a savings of $1,750 beyond the cost of the unit, but
rather towards the cost of the unit, according to my calculations. As
I mentioned, "it really comes into play a lot when you start
calculating the amount of time it saves" on wiring. For those who
want to take the time as in many other aspects of the plane, then it
would only be a benefit if they would otherwise pay someone to wire
their plane because they don't feel they are up to the task of wiring
for whatever reason. Yes, it can be a great deal for a reseller/
installer because of the time savings, but I am actually making the
point that would hurt a reseller, that it makes the wiring easy enough
that more people can do it that would otherwise not want to mess with
the wiring, and I know there are a lot of people like that (how many
on the list have done or plan to do all of their wiring except the
standard wiring harnesses for things like radios and other
instruments?). For the completely budget conscious person who is
comfortable doing the wiring, then this is not the way to go. For
them just going with a couple of fuse blocks and half a dozen cheap
switches is the cheapest way to go.
Jesse Saint
Saint Aviation, Inc.
jesse@saintaviation.com
Cell: 352-427-0285
Fax: 815-377-3694
On Dec 14, 2007, at 9:57 PM, William Curtis wrote:
>
> OK, is this the "saving" by spending or are you saying that if you
> had not installed the VP-200 you would have installed $8,245 ($6,495+
> $1,750) worth of wiring, breakers and devices? This, I find hard to
> believe. And there is the tell; this product is a GREAT deal for a
> reseller. It allows them to add another high value item to the
> customer cost that saves THEM the reseller time in wiring. Don't
> get me wrong, I think this would also be great for those that have
> never or had little or no experience wiring an aircraft also. But
> you would have had to have slept through economics class for the
> VP-200 to save the end user money over a conventional design. The
> ket fob and automation features are compelling however for a VFR
> aircraft.
>
> William
> http://wcurtis.nerv10.com/
>
> -------- Original Message --------
>> <jesse@saintaviation.com>
>>
>> I have done the worksheet and I found that either unit saved me about
>> $1,750 in parts (flap positioning system, trim relays, switches,
>> breakers, etc.). As Stein told me when I talked to him about it, it
>> really comes into play a lot when you start calculating the amount of
>> time it saves. I think that someone who has never wired a plane can
>> handle doing it with this a LOT easier than the traditional way.
>> When
>> it comes time to add something, which you will very possibly do even
>> before you get the plane flying, you can just add that to the
>> spreadsheet and run a wire from a pin on J3-J6 and set it up in the
>> menus. It also gives you a lot easier point to start to build the
>> wiring harness outside the plane as one piece and just slide it in
>> (minus some of the big wires, of course). I have now wired 3
>> airframes with this and am very happy with how easy it is to plan-
>> harness-install. After next weekend anybody who wants to come by X35
>> for a ground demo, I would be happy to do it.
>>
>> Jesse Saint
>> Saint Aviation, Inc.
>> jesse@saintaviation.com
>> Cell: 352-427-0285
>> Fax: 815-377-3694
>>
>> On Dec 14, 2007, at 8:00 PM, Bob Leffler wrote:
>>
>>>
>>> Marc does have a document that you can use to calculate the
>>> differences.
>>> http://www.verticalpower.com/docs/Pricing_Analysis.pdf
>>>
>>> I would be interested in seeing if somebody has taken the time to
>>> complete
>>> the worksheet to see where it came out.
>>>
>>>
>>> -----Original Message-----
>>> From: owner-rv10-list-server@matronics.com
>>> [mailto:owner-rv10-list-server@matronics.com] On Behalf Of Kelly
>>> McMullen
>>> Sent: Friday, December 14, 2007 5:47 PM
>>> To: rv10-list@matronics.com
>>> Subject: Re: RV10-List: VP-200 Update
>>>
>>> <apilot2@gmail.com>
>>>
>>> Any thoughts as to cost of the VP-200 vs conventional breakers and
>>> somebody else's engine monitor/analyzer?
>>>
>>>
>>>
>>>
>>>
>>
>>
>
>
Message 52
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Bob
I am going with the VP200. I am also using an Approach Systems faststack
(see http://www.approachfaststack.com/index.html) to do the wiring
interconnects between the various boxes. Between these two systems, I expect
my wiring chores to be manageable.
My reason for using the VP20 was I wanted to make the power side of the
wiring as simple as possible I saw the unit at KOSH and was very impressed.
I was also impressed that people such as Stein spoke highly of the product.
Stein has a great rep within the -10 community so I give a lot of weight to
his recommendation.
There are a lot of things that are built into the box such as being able to
identify and isolate electrical problems very quickly. The box also handles
failures such as load shedding based on either or IFR or VFR rules if there
is an alternator failure. It will turn the boost pump on if the main fuel
pump fails. It will wig wag lights. If will control trim tab speed based on
the mode of flight. It will allow the trim controls on the co-pilots stick
to be disabled at the push of a button. It will provide audible warnings for
various error conditions such as a door being ajar.
Many of not all of these conditions can be duplicated using other products.
This would require however, the integration of different products which may
be complicated.
I want to do my own wiring and as I readily admit I am a rank amateur at
this, I want it to be as simple and fool/idiot proof as possible.
I also think that the panel will be safer and easier to troubleshoot. In
fact, in most cases I expect that the VP200 will zero in on the problem for
me.
Unlike most -10 builders, I am going the "alterative engine" route and am
installing an Eggenfellner E6TI engine. This means my electrical system
needs to be bullet proof because no electrical system means the fan upfront
stops and I start to sweat. I believe that the VP200 will provide the level
of reliability I want. They have a wiring scheme specific to the Egg engine
which has been "blessed" by Jan Eggenfellner.
As for convincing your wife, I suggest you use my technique - keep in mind
that both my wife and I are accountants (she being far better than me).
Anyway, I just say it is needed "for safety reasons". She then makes some
derogatory remark about my "plane math" and walks away. As far as costs are
concerned, I keep all my receipts in a box. When the C-GCWZ first flies, I
plan to burn the box and forget the cost.
Cheers
Les
#40643
PS: Seriously though. Download the user manual / install manuals for the
VP200 and have a good read. Understand what the VP200 really can do and I
think you will be pleasantly surprised.
_____
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Bob Leffler
Sent: December-14-07 5:51 PM
Subject: RE: RV10-List: VP-200 Update
Les,
Are you going with the 100 or 200?
I'm still struggling with the price/value of the unit.
Having met Marc and team at Michael Sausen's house before OSH and listening
to him explain the system, it is certainly a great product. I think I
would want to go with the 200, but am having difficulties justifying the
expense to myself, let alone my wife.
Bob
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Les Kearney
Sent: Friday, December 14, 2007 5:50 PM
Subject: RE: RV10-List: VP-200 Update
Hmmm
I have a couple of long conversations with Marc Ausman of Vertical Power
over the past couple of weeks. I have decided to use their product after
seeing it at KOSH and reading the online docs.
I like the idea of eliminating the traditional bus / breaker arrangement for
something that is a more sophisticated. One of the nice things about their
system is that it builds in capabilities that would otherwise require
integration of other boxes. Things like trim sensitivity, landing light wig
wags, door alarms / annuciators / low voltage warnings / audible alarms /
etc.
If VP's post sales support is even half of what the pre-sales support is
like, they will be a great company to deal with.
Cheers
Les Kearney
#40643
C-GCWZ (reserved)
_____
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Jesse Saint
Sent: December-14-07 3:13 PM
Subject: RV10-List: VP-200 Update
We are ready to fly, just awaiting the permission from the Ecuadorian "FAA".
Those of us who live and fly in the US sure have it good. You have to have
permission to spit in the air down here.
As an update on the Vertical Power system that some are interested in
hearing, we have it up and running and mostly configured. It so far is a
fantastic way to handle the electrical system, from initial wiring to
setting flaps and wiring trims. With the trim settings, if you have it
wired backwards, you can just flip it in the menus and it changed direction.
The flaps allow you to set up, down and two intermediate positions if you
have an indicator (enter the Ray Allen position sensor), so if you want up,
0, 10 and 30 instead of up, 0, 15 and 30, that's no problem. I don't think
they have implemented the trim sensitivity option yet, but it will soon be
possible to automatically slow down the trims in cruise and speed them back
up in slow flight and pattern work. Adding circuits, like we added for
pumps from wingtip tanks to the mains, is super easy. Just pick an open
pin, run a wire and set it up in the menu. They are right now debugging the
reading from the Dynon EMS to help with the automatic mode switching (we are
the first ones running on a Dynon with the VP), but the GPS info from the
430 is already on there to do some of the mode switching. Each device can
be set up to come on automatically in any mode, including preflight, so you
could have it turn on a Garmin 496 during preflight to go ahead and start
downloading the weather.
Overall, I am so far very impressed with both the functionality, the ease of
installation, the great documentation and the quick and thorough tech
support in getting things running. I just wish all of the possibilities
were already implemented in the software. That will come.
For the record, I am not affiliated with Vertical Power, but I am one of
their dealers, which I will continue to be as long as they keep up the good
work.
Jesse Saint
Saint Aviation, Inc.
jesse@saintaviation.com
Cell: 352-427-0285
Fax: 815-377-3694
http://www.matronics.com/contribution
http://www.matronics.com/Navigator?RV10-List
http://forums.matronics.com
http://www.matronics.com/contribution
http://www.matronics.com/Navigator?RV10-List
http://forums.matronics.com
__________ NOD32 2724 (20071214) Information __________
Message 53
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| Subject: | Composite School - helpful advice please (Doors/Cabin top) |
I am presently fitting my doors. I have the latch pins and gas struts installed
and cannot get the doors to fit perfectly.
The doors fit nice and tight at the top (with some shims) and at the bottom with
the latching pins. (Rivithead set is very slick) But the middle of the door
is unsatisfactory
Essentially the door bows outward in the middle more than the cabin top by about
1/16-1/8 inch. It seems evident that the solution is to build up the cabin top
at the front windshield flange and at the area between the door and the rear
window.
The best advice that I have received so far is from Gus at Van's who suggested
that I saturate foam with epoxy and shape it to the area and then cover it with
a thin coat of fabric saturated with epoxy.
I was also warned not to use ANY polyester/bondo products on the cabin top.
Any advice here will be appreciated
--------
OSH '08 or Bust
Q/B Kit - Doors/windows/fiberglass stuff
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=152296#152296
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