Today's Message Index:
----------------------
1. 05:04 AM - Re: Pictures N110DV (Lew Gallagher)
2. 06:31 AM - Re: Re: LSE Tach ()
3. 06:52 AM - Re: LSE Tach (Condrey, Bob (US SSA))
4. 07:15 AM - Re: LSE Tach (Tim Olson)
5. 07:29 AM - Re: LSE Tach (Carl Froehlich)
6. 08:05 AM - Re: LSE Tach (Condrey, Bob (US SSA))
7. 08:43 AM - FW: RV-10 upper forward fuselage deck (RV Builder (Michael Sausen))
8. 09:18 AM - Re: FW: RV-10 upper forward fuselage deck (MauleDriver)
9. 09:40 AM - Re: FW: RV-10 upper forward fuselage deck (Rene Felker)
10. 09:46 AM - Re: RV-10 upper forward fuselage deck (orchidman)
11. 10:21 AM - Re: Re: RV-10 upper forward fuselage deck (Larry Rosen)
12. 10:23 AM - Wheel Pant Support Nuts - Nylock to all metal nut (Scott Schmidt)
13. 10:23 AM - California RV-10 Builders (Scott Schmidt)
14. 10:26 AM - Wheel Pant Support Nuts - Nylock to all metal nut (Scott Schmidt)
15. 10:27 AM - California RV-10 Builders (Scott Schmidt)
16. 11:58 AM - Re: Wheel Pant Support Nuts - Nylock to all metal nut (John Cox)
17. 12:02 PM - QB remove upper fuselage deck top skin ? (tomhanaway)
18. 01:03 PM - Re: California RV-10 Builders (John Hilger)
19. 01:20 PM - Re: Wheel Pant Support Nuts - Nylock to all metal nut (Bill DeRouchey)
20. 05:10 PM - Re: QB remove upper fuselage deck top skin ? (Larry Rosen)
21. 05:45 PM - Re: Re: LSE Tach (sam@fr8dog.net)
22. 05:46 PM - Re: LSE Tach (sam@fr8dog.net)
23. 05:54 PM - Re: LSE Tach (sam@fr8dog.net)
24. 05:58 PM - Re: LSE Tach (sam@fr8dog.net)
25. 06:04 PM - Re: LSE Tach (sam@fr8dog.net)
Message 1
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| Subject: | Re: Pictures N110DV |
Hey Greg (& Dick),
Thanks for the responses. Greg, that's what I'm looking for -- some real world
data and technique. Man, what a paint job! And LOT'S of labor!
Others have been concerned with the weight of multiple coats, especially clear.
Not a real factor?
Since most (if not all) of these family members will be hangared, I'm wondering
if that also is a factor with the peeling. As opposed to cars which are exposed
to UV, heat, weather, etc. constantly.
Later, - Lew
--------
non-pilot
crazy about building
NOW OFICIALLY BUILDER #40549
Engine and FF here, now cowl and baffels,waiting on prop.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=197289#197289
Message 2
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What about having a switch on the panel to let you select the source (LSE or MAG)?
I do as Tim does. LSE is the only input I use for the tach.
Jim C
N312F - Finishing
Do Not Archive
===========================================================
From: Sam Marlow <sam@fr8dog.net>
Subject: Re: RV10-List: LSE Tach
Yes, but it's giving up a good diagnostic tool, and backup. I sure wish
there was a way to have two tach sources.
Tim Olson wrote:
>
> I just use the LSE only for tach....I skipped hooking the mag
> in at all. You can hear by ear if it drops a lot of RPM,
> and you can see it on the multi-bar bar-graphs if the temps
> start to drop or rise. So there's no real worry to just
> have one as long as you listen carefully.
>
> Tim Olson - RV-10 N104CD - Flying
> do not archive
>
>
> Sam Marlow wrote:
>>
>> Ok guy's, I'm at the end of my rope here, I need help. I've tried
>> everything I can find to make my LSE tach work in conjunction with a
>> Bendix mag. The mag signal to my EIS6000 works just fine, but the
>> Lightspeed tach just won't work. I know some of you have it working,
>> how's it done?
>>
>
>
===========================================================
Message 3
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Sam,
You can install a tach generator (look on Van's website) and use that to
feed the EIS. This is a device that uses the mechanical tach drive and
produces an output usable by a variety of engine monitors. It would be
independent of the type of ignition system.
Bob
-----Original Message-----
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Sam Marlow
Sent: Thursday, August 07, 2008 9:33 PM
Subject: Re: RV10-List: LSE Tach
Yes, but it's giving up a good diagnostic tool, and backup. I sure wish
there was a way to have two tach sources.
Tim Olson wrote:
>
> I just use the LSE only for tach....I skipped hooking the mag
> in at all. You can hear by ear if it drops a lot of RPM,
> and you can see it on the multi-bar bar-graphs if the temps
> start to drop or rise. So there's no real worry to just
> have one as long as you listen carefully.
>
> Tim Olson - RV-10 N104CD - Flying
> do not archive
>
>
> Sam Marlow wrote:
>>
>> Ok guy's, I'm at the end of my rope here, I need help. I've tried
>> everything I can find to make my LSE tach work in conjunction with a
>> Bendix mag. The mag signal to my EIS6000 works just fine, but the
>> Lightspeed tach just won't work. I know some of you have it working,
>> how's it done?
>>
>
>
Message 4
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Yes, there are ways around the problem by adding
complexity, but... The EIS uses a setting of 1.5 Pulses
per revolution (a setting of "0" on the EIS's Tach P/R
field), and the lightspeed provides 3 pulses per rev,
and the EIS Tach P/R gets set to 3. So from the beginning,
you're set up with 2 varying pulse counts that you need
the system set for. So you either need to add circuitry
to modify one, or the other, so that they match. To me,
this is a waste of time and effort for something so
minor. I can see on the tach that when I run on the LSE
only, I get a mag drop of maybe 10-20 RPM. And as soon
as I switch to the mag it does drop a larger drop than
with the EIS only.
The thing is, misfiring or non-firing will be seen on
the EGT gauge too, so you DO have a diagnostic too. And,
the running smoothness of the engine is another diagnostic
tool. With the LSE ignition I haven't EVER had fouled
plugs that caused a rough running mag drop test. I used
to have fouled plugs every few flights on the Sundowner
I flew. It's just not the case with the IO-540 and a
LSE ignition. If I have a large mag drop, I'll know,
because I can hear it. If the mag is running rough, I'll
know...because I can hear it. And, if it's truly not
running good because of a fouled plug on the mag side,
then you'll see the EGT drop off if it isn't firing. I've
watched this on an piper with an avidyne system. In the
end, the actual RPM dropped is really not much help
in diagnosing anything, compared to the EGT graph, and
your calibrated ears. Sure, it's a small trade-off, but
it's one that I definitely don't feel like I'm missing
something with.
Tim Olson - RV-10 N104CD - Flying
do not archive
jim@CombsFive.Com wrote:
>
> What about having a switch on the panel to let you select the source (LSE or
MAG)?
>
> I do as Tim does. LSE is the only input I use for the tach.
>
> Jim C
> N312F - Finishing
>
> Do Not Archive
>
> ===========================================================
> From: Sam Marlow <sam@fr8dog.net>
> Date: 2008/08/07 Thu PM 10:33:29 EDT
> To: rv10-list@matronics.com
> Subject: Re: RV10-List: LSE Tach
>
>
> Yes, but it's giving up a good diagnostic tool, and backup. I sure wish
> there was a way to have two tach sources.
>
> Tim Olson wrote:
>>
>> I just use the LSE only for tach....I skipped hooking the mag
>> in at all. You can hear by ear if it drops a lot of RPM,
>> and you can see it on the multi-bar bar-graphs if the temps
>> start to drop or rise. So there's no real worry to just
>> have one as long as you listen carefully.
>>
>> Tim Olson - RV-10 N104CD - Flying
>> do not archive
>>
>>
>> Sam Marlow wrote:
>>>
>>> Ok guy's, I'm at the end of my rope here, I need help. I've tried
>>> everything I can find to make my LSE tach work in conjunction with a
>>> Bendix mag. The mag signal to my EIS6000 works just fine, but the
>>> Lightspeed tach just won't work. I know some of you have it working,
>>> how's it done?
>>>
>>
>>
>>
>>
>>
>
>
>
>
>
>
> ===========================================================
>
>
>
>
>
>
Message 5
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Sam
I worked this problem in my 8A six years ago. After talking to Klaus at
LightSpeed and not getting anywhere, I called Grand Rapids. They figured
that the LightSpeed tach pulse was too narrow for the EIS to recognize.
Grand Rapids came up with a modification to the EIS so that it worked with
the LightSpeed signal. The modification was simple, just changing a
resistor on the EIS board that I did myself.
Give Grand Rapids a call.
The superior customer service from Grand Rapids is the main reason I'll be
using their EFIS in my RV-10.
Carl Froehlich
RV-8A (450 hrs)
RV-10 (fuselage)
-----Original Message-----
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Tim Olson
Sent: Friday, August 08, 2008 10:14 AM
Subject: Re: RV10-List: LSE Tach
Yes, there are ways around the problem by adding
complexity, but... The EIS uses a setting of 1.5 Pulses
per revolution (a setting of "0" on the EIS's Tach P/R
field), and the lightspeed provides 3 pulses per rev,
and the EIS Tach P/R gets set to 3. So from the beginning,
you're set up with 2 varying pulse counts that you need
the system set for. So you either need to add circuitry
to modify one, or the other, so that they match. To me,
this is a waste of time and effort for something so
minor. I can see on the tach that when I run on the LSE
only, I get a mag drop of maybe 10-20 RPM. And as soon
as I switch to the mag it does drop a larger drop than
with the EIS only.
The thing is, misfiring or non-firing will be seen on
the EGT gauge too, so you DO have a diagnostic too. And,
the running smoothness of the engine is another diagnostic
tool. With the LSE ignition I haven't EVER had fouled
plugs that caused a rough running mag drop test. I used
to have fouled plugs every few flights on the Sundowner
I flew. It's just not the case with the IO-540 and a
LSE ignition. If I have a large mag drop, I'll know,
because I can hear it. If the mag is running rough, I'll
know...because I can hear it. And, if it's truly not
running good because of a fouled plug on the mag side,
then you'll see the EGT drop off if it isn't firing. I've
watched this on an piper with an avidyne system. In the
end, the actual RPM dropped is really not much help
in diagnosing anything, compared to the EGT graph, and
your calibrated ears. Sure, it's a small trade-off, but
it's one that I definitely don't feel like I'm missing
something with.
Tim Olson - RV-10 N104CD - Flying
do not archive
jim@CombsFive.Com wrote:
>
> What about having a switch on the panel to let you select the source (LSE
or MAG)?
>
> I do as Tim does. LSE is the only input I use for the tach.
>
> Jim C
> N312F - Finishing
>
> Do Not Archive
>
> ===========================================================
> From: Sam Marlow <sam@fr8dog.net>
> Date: 2008/08/07 Thu PM 10:33:29 EDT
> To: rv10-list@matronics.com
> Subject: Re: RV10-List: LSE Tach
>
>
> Yes, but it's giving up a good diagnostic tool, and backup. I sure wish
> there was a way to have two tach sources.
>
> Tim Olson wrote:
>>
>> I just use the LSE only for tach....I skipped hooking the mag
>> in at all. You can hear by ear if it drops a lot of RPM,
>> and you can see it on the multi-bar bar-graphs if the temps
>> start to drop or rise. So there's no real worry to just
>> have one as long as you listen carefully.
>>
>> Tim Olson - RV-10 N104CD - Flying
>> do not archive
>>
>>
>> Sam Marlow wrote:
>>>
>>> Ok guy's, I'm at the end of my rope here, I need help. I've tried
>>> everything I can find to make my LSE tach work in conjunction with a
>>> Bendix mag. The mag signal to my EIS6000 works just fine, but the
>>> Lightspeed tach just won't work. I know some of you have it working,
>>> how's it done?
>>>
>>
>>
>>
>>
>>
>
>
>
>
>
>
> ===========================================================
>
>
>
>
>
>
Message 6
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Carl,
The issue isn't the EIS/LSE integration (current versions of the Plasma
III just drive the EIS direct with no mods to either). The issue is as
Tim describes below - the EIS can be configured to expect pulses as
conditioned by either the LSE or mag but not both at the same time.
There are solutions that add complexity - a circuit to change the pulse
counts from one of the devices or a tach generator off the engine's
mechanical tach connection, but in the end it really isn't a big deal to
just drive the tach off of one of the devices.
Besides, if you're unlucky enough to have one of the early MT governors
you get your ears tuned into hearing a 100 RPM engine change :)
Bob
N442PM (flying)
-----Original Message-----
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Carl
Froehlich
Sent: Friday, August 08, 2008 9:29 AM
Subject: RE: RV10-List: LSE Tach
<carl.froehlich@cox.net>
Sam
I worked this problem in my 8A six years ago. After talking to Klaus at
LightSpeed and not getting anywhere, I called Grand Rapids. They
figured
that the LightSpeed tach pulse was too narrow for the EIS to recognize.
Grand Rapids came up with a modification to the EIS so that it worked
with
the LightSpeed signal. The modification was simple, just changing a
resistor on the EIS board that I did myself.
Give Grand Rapids a call.
The superior customer service from Grand Rapids is the main reason I'll
be
using their EFIS in my RV-10.
Carl Froehlich
RV-8A (450 hrs)
RV-10 (fuselage)
-----Original Message-----
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Tim Olson
Sent: Friday, August 08, 2008 10:14 AM
Subject: Re: RV10-List: LSE Tach
Yes, there are ways around the problem by adding
complexity, but... The EIS uses a setting of 1.5 Pulses
per revolution (a setting of "0" on the EIS's Tach P/R
field), and the lightspeed provides 3 pulses per rev,
and the EIS Tach P/R gets set to 3. So from the beginning,
you're set up with 2 varying pulse counts that you need
the system set for. So you either need to add circuitry
to modify one, or the other, so that they match. To me,
this is a waste of time and effort for something so
minor. I can see on the tach that when I run on the LSE
only, I get a mag drop of maybe 10-20 RPM. And as soon
as I switch to the mag it does drop a larger drop than
with the EIS only.
The thing is, misfiring or non-firing will be seen on
the EGT gauge too, so you DO have a diagnostic too. And,
the running smoothness of the engine is another diagnostic
tool. With the LSE ignition I haven't EVER had fouled
plugs that caused a rough running mag drop test. I used
to have fouled plugs every few flights on the Sundowner
I flew. It's just not the case with the IO-540 and a
LSE ignition. If I have a large mag drop, I'll know,
because I can hear it. If the mag is running rough, I'll
know...because I can hear it. And, if it's truly not
running good because of a fouled plug on the mag side,
then you'll see the EGT drop off if it isn't firing. I've
watched this on an piper with an avidyne system. In the
end, the actual RPM dropped is really not much help
in diagnosing anything, compared to the EGT graph, and
your calibrated ears. Sure, it's a small trade-off, but
it's one that I definitely don't feel like I'm missing
something with.
Tim Olson - RV-10 N104CD - Flying
do not archive
jim@CombsFive.Com wrote:
>
> What about having a switch on the panel to let you select the source
(LSE
or MAG)?
>
> I do as Tim does. LSE is the only input I use for the tach.
>
> Jim C
> N312F - Finishing
>
> Do Not Archive
>
> ===========================================================
> From: Sam Marlow <sam@fr8dog.net>
> Date: 2008/08/07 Thu PM 10:33:29 EDT
> To: rv10-list@matronics.com
> Subject: Re: RV10-List: LSE Tach
>
>
> Yes, but it's giving up a good diagnostic tool, and backup. I sure
wish
> there was a way to have two tach sources.
>
> Tim Olson wrote:
>>
>> I just use the LSE only for tach....I skipped hooking the mag
>> in at all. You can hear by ear if it drops a lot of RPM,
>> and you can see it on the multi-bar bar-graphs if the temps
>> start to drop or rise. So there's no real worry to just
>> have one as long as you listen carefully.
>>
>> Tim Olson - RV-10 N104CD - Flying
>> do not archive
>>
>>
>> Sam Marlow wrote:
>>>
>>> Ok guy's, I'm at the end of my rope here, I need help. I've tried
>>> everything I can find to make my LSE tach work in conjunction with a
>>> Bendix mag. The mag signal to my EIS6000 works just fine, but the
>>> Lightspeed tach just won't work. I know some of you have it working,
>>> how's it done?
>>>
>>
>>
>>
>>
>>
>
>
>
>
>
>
> ===========================================================
>
>
>
>
>
>
Message 7
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| Subject: | FW: RV-10 upper forward fuselage deck |
I figured some other people might find the below info useful......
-----Original Message-----
From: Gus Funnell [mailto:gusf@vansaircraft.com]
Sent: Friday, August 08, 2008 9:14 AM
Subject: Re: RV-10 upper forward fuselage deck
No problem - the fuselage is rigid enough with the side and bottom skins
riveted on to add the engine weight.
Vans
On 7 Aug 2008 at 10:12, Michael Sausen wrote:
Forwarded by: "Support" <support>
Forwarded to: Gusf
Date forwarded: Fri, 08 Aug 2008 06:45:55 -0800
From: Michael Sausen <michael@sausen.net>
<support@vansaircraft.com>
Date sent: Thu, 7 Aug 2008 10:12:00 -0500
Subject: RV-10 upper forward fuselage deck
> I am still deciding on panel components but I want to get my
> airframe up on its gear and the engine hung. The cabin top is on.
> Do you see any problem with hanging the engine prior to having the
> upper forward fuselage deck in place?
>
> Michael Sausen
> RV-10 40352
>
****E-MAIL PRIVILEGED INFORMATION****
(applicable to any email sent from Van's Aircraft, Inc.
or any employee of Van's Aircraft, Inc.)
This email message is for the sole use of the
intended recipient(s) and may contain confidential
and privileged information. Any unauthorized
review, use, disclosure or distribution is
prohibited. If you are not the intended
recipient, please contact the sender by reply
email and destroy all copies of the original
message. If you are the intended recipient,
please be advised that the content of this message
is subject to access, review and disclosure by the
sender's Email System Administrator.
Message 8
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| Subject: | Re: FW: RV-10 upper forward fuselage deck |
Thanks for that. After talking to a few people at Osh (perhaps you), I
decided to do the same. Nice to know that Vans agrees.
RV Builder (Michael Sausen) wrote:
>
> I figured some other people might find the below info useful......
>
> -----Original Message-----
> From: Gus Funnell [mailto:gusf@vansaircraft.com]
> Sent: Friday, August 08, 2008 9:14 AM
> To: Michael Sausen
> Subject: Re: RV-10 upper forward fuselage deck
>
> No problem - the fuselage is rigid enough with the side and bottom skins
> riveted on to add the engine weight.
>
> Vans
>
> On 7 Aug 2008 at 10:12, Michael Sausen wrote:
>
> Forwarded by: "Support" <support>
> Forwarded to: Gusf
> Date forwarded: Fri, 08 Aug 2008 06:45:55 -0800
> From: Michael Sausen <michael@sausen.net>
> To: "support@vansaircraft.com"
> <support@vansaircraft.com>
> Date sent: Thu, 7 Aug 2008 10:12:00 -0500
> Subject: RV-10 upper forward fuselage deck
>
>
>> I am still deciding on panel components but I want to get my
>> airframe up on its gear and the engine hung. The cabin top is on.
>> Do you see any problem with hanging the engine prior to having the
>> upper forward fuselage deck in place?
>>
>> Michael Sausen
>> RV-10 40352
>>
>>
>
>
> ****E-MAIL PRIVILEGED INFORMATION****
> (applicable to any email sent from Van's Aircraft, Inc.
> or any employee of Van's Aircraft, Inc.)
>
> This email message is for the sole use of the
> intended recipient(s) and may contain confidential
> and privileged information. Any unauthorized
> review, use, disclosure or distribution is
> prohibited. If you are not the intended
> recipient, please contact the sender by reply
> email and destroy all copies of the original
> message. If you are the intended recipient,
> please be advised that the content of this message
> is subject to access, review and disclosure by the
> sender's Email System Administrator.
>
>
>
Message 9
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| Subject: | FW: RV-10 upper forward fuselage deck |
That is the way I did mine...I had no problems.
Rene' Felker
RV-10 N423CF Flying
801-721-6080
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of MauleDriver
Sent: Friday, August 08, 2008 10:18 AM
Subject: Re: RV10-List: FW: RV-10 upper forward fuselage deck
Thanks for that. After talking to a few people at Osh (perhaps you), I
decided to do the same. Nice to know that Vans agrees.
RV Builder (Michael Sausen) wrote:
<mailto:rvbuilder@sausen.net> <rvbuilder@sausen.net>
I figured some other people might find the below info useful......
-----Original Message-----
From: Gus Funnell [mailto:gusf@vansaircraft.com]
Sent: Friday, August 08, 2008 9:14 AM
Subject: Re: RV-10 upper forward fuselage deck
No problem - the fuselage is rigid enough with the side and bottom skins
riveted on to add the engine weight.
Vans
On 7 Aug 2008 at 10:12, Michael Sausen wrote:
Forwarded by: "Support" <support>
Forwarded to: Gusf
Date forwarded: Fri, 08 Aug 2008 06:45:55 -0800
From: Michael Sausen <mailto:michael@sausen.net> <michael@sausen.net>
<mailto:support@vansaircraft.com> <support@vansaircraft.com>
Date sent: Thu, 7 Aug 2008 10:12:00 -0500
Subject: RV-10 upper forward fuselage deck
I am still deciding on panel components but I want to get my
airframe up on its gear and the engine hung. The cabin top is on.
Do you see any problem with hanging the engine prior to having the
upper forward fuselage deck in place?
Michael Sausen
RV-10 40352
****E-MAIL PRIVILEGED INFORMATION****
(applicable to any email sent from Van's Aircraft, Inc.
or any employee of Van's Aircraft, Inc.)
This email message is for the sole use of the
intended recipient(s) and may contain confidential
and privileged information. Any unauthorized
review, use, disclosure or distribution is
prohibited. If you are not the intended
recipient, please contact the sender by reply
email and destroy all copies of the original
message. If you are the intended recipient,
please be advised that the content of this message
is subject to access, review and disclosure by the
sender's Email System Administrator.
Message 10
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| Subject: | Re: RV-10 upper forward fuselage deck |
msausen wrote:
> I figured some other people might find the below info useful......
>
> --
Did something get deleted? What 'below info'?
--------
Gary Blankenbiller
RV10 - # 40674
Instrument Panel, Fiberglass - SB
(N2GB registered)
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=197352#197352
Message 11
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| Subject: | Re: RV-10 upper forward fuselage deck |
Referencing the email from Gus Funnell at Vans.
To paraphrase.
It is acceptable to install the engine prior to riveting on the upper
forward fuselage deck.
Larry
do not archive
orchidman wrote:
>
>
> msausen wrote:
>
>> I figured some other people might find the below info useful......
>>
>> --
>>
>
> Did something get deleted? What 'below info'?
>
> --------
> Gary Blankenbiller
> RV10 - # 40674
> Instrument Panel, Fiberglass - SB
> (N2GB registered)
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=197352#197352
>
>
>
Message 12
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| Subject: | Wheel Pant Support Nuts - Nylock to all metal nut |
After I returned from Oshkosh I had to change the oil and was checking the whole
plane out to make sure everything was in tip top shape. I noticed that I had
developed a little bit of play in my main wheel pants and thought I had better
pull it all apart and look into it. I could move the back of the wheel pant
up and down about 3/8 (right) to 1/2" (left).
There are 3 bolts that hold the bracket in place and they were a little loose.
Since they go through some aluminum spacers and had some leverage I thought they
might have just deformed the aluminum and needed to be tightened. Unfortunately
you have to pull the wheel off to get to the other side of these bolts.
After pulling the wheel I noticed that the nuts had lost most of their locking
function. Van's recommends a nylock bolt. I know I have had those brakes hot
in the past and most likely overheated the elastic material in the nut. I could
almost turn them off by hand. So I am not sure if the bolts backed off or
just became looser because of some deformation of the aluminum where the spacer
and bracket touch but I thought I had better use something different.
If you are still building or have the wheels off sometime you may want to replace
these bolts with an all metal nut stop style nut (picture attached). (Or you
could go with cross-drilled rotors with dual caliper Brembo brakes to reduce
heating)
By doing this the nuts would help them be less susceptible to the heat and possible
loosening.
On a side note, my Goodyear Flight Custom III tires are wearing so much less than
the stock tires.
I now have over 125 hours on these tires and can hardly tell they are wearing at
all. I'm very impressed.
Scott Schmidt
scottmschmidt@yahoo.com
Message 13
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| Subject: | California RV-10 Builders |
I am leaving Saturday morning and heading to Redlands CA to visit my brother for
a few days and wanted to some help contacting a couple of builders around the
area.
There is one RV-10 located at Redlands and one at French Valley. I believe the
RV-10 at Redlands is flying and they are still building the one at French Valley.
If anyone has any contact information that would be great. I have met both and
would enjoy seeing their progress.
Scott Schmidt
scottmschmidt@yahoo.com
Message 14
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| Subject: | Wheel Pant Support Nuts - Nylock to all metal nut |
After I returned from Oshkosh I had to change the oil and was checking the whole
plane out to make sure everything was in tip top shape. I noticed that I had
developed a little bit of play in my main wheel pants and thought I had better
pull it all apart and look into it. I could move the back of the wheel pant
up and down about 3/8 (right) to 1/2" (left).
There are 3 bolts that hold the bracket in place and they were a little loose.
Since they go through some aluminum spacers and had some leverage I thought they
might have just deformed the aluminum and needed to be tightened. Unfortunately
you have to pull the wheel off to get to the other side of these bolts.
After pulling the wheel I noticed that the nuts had lost most of their locking
function. Van's recommends a nylock bolt. I know I have had those brakes hot
in the past and most likely overheated the elastic material in the nut. I could
almost turn them off by hand. So I am not sure if the bolts backed off or
just became looser because of some deformation of the aluminum where the spacer
and bracket touch but I thought I had better use something different.
If you are still building or have the wheels off sometime you may want to replace
these bolts with an all metal nut stop style nut (picture attached). (Or you
could go with cross-drilled rotors with dual caliper Brembo brakes to reduce
heating)
By doing this the nuts would help them be less susceptible to the heat and possible
loosening.
On a side note, my Goodyear Flight Custom III tires are wearing so much less than
the stock tires.
I now have over 125 hours on these tires and can hardly tell they are wearing at
all. I'm very impressed.
Scott Schmidt
scottmschmidt@yahoo.com
Message 15
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| Subject: | California RV-10 Builders |
I am leaving Saturday morning and heading to Redlands CA to visit my brother for
a few days and wanted to some help contacting a couple of builders around the
area.
There is one RV-10 located at Redlands and one at French Valley. I believe the
RV-10 at Redlands is flying and they are still building the one at French Valley.
If anyone has any contact information that would be great. I have met both and
would enjoy seeing their progress.
Scott Schmidt
scottmschmidt@yahoo.com
Message 16
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| Subject: | Wheel Pant Support Nuts - Nylock to all metal nut |
Scott your observation is dead on.
The use of the MS nuts without nylon inserts is a prudent choice. I
also love larger mass rotors, dual calipers and as William Curtis will
tell everyone H-5606 lines other than Nylaflow(which are cheap, easy to
install, swell and don't help you in a caliper fire). I even love
vented and grooved rotors but that is another tangent. Tim James RV-10
features larger stock "certified" Cessna gear which enhances the already
stellar performance of the world's finest 4 passenger cruiser. There is
little downside to improved braking and both Brembo or Beringer are
great products to consider.
My son who is 25 loves to soup up his car. For those under 30, it
always seems to be more horsepower, cold induction, modified exhaust and
Nitrous. I always retort - Brakes, then Suspension then speed mods -
Getting old is the pits.
Safety is enhanced when the potential for fire is reduced and
performance is expanded. Better braking is one of those seven factors
that I love and East Coasters seem to take exception to. The first
Wright Flyer had skids. We have come a long way on the road to
improvements and fire resistant fluids. Those using the stock VAN
supplied nyloc nuts get an easy installation, but they will hopefully
factor in your "First Person" observation early in their build process.
Safety is underrated. Your comments make the RV-10 list unique in the
OBAM community for its sharing of ideas worthy of consideration.
John Cox
Do not Archive
PS - Barnaby Wainfan's (Kitplanes Mag) entire three years of articles
which have all the engineering data to support my wild recommendations
is coming soon to DVD. It is a great Xmas stocking stuffer. I might
just subsidize it or pressure Marc Cook to offer it for an annual
contribution to Matronics in November. Eecks, that time again.
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Scott Schmidt
Sent: Thursday, August 07, 2008 4:41 PM
Subject: RV10-List: Wheel Pant Support Nuts - Nylock to all metal nut
After I returned from Oshkosh I had to change the oil and was checking
the whole plane out to make sure everything was in tip top shape. I
noticed that I had developed a little bit of play in my main wheel pants
and thought I had better pull it all apart and look into it. I could
move the back of the wheel pant up and down about 3/8 (right) to 1/2"
(left).
There are 3 bolts that hold the bracket in place and they were a little
loose. Since they go through some aluminum spacers and had some
leverage I thought they might have just deformed the aluminum and needed
to be tightened. Unfortunately you have to pull the wheel off to get to
the other side of these bolts.
After pulling the wheel I noticed that the nuts had lost most of their
locking function. Van's recommends a nylock bolt. I know I have had
those brakes hot in the past and most likely overheated the elastic
material in the nut. I could almost turn them off by hand. So I am not
sure if the bolts backed off or just became looser because of some
deformation of the aluminum where the spacer and bracket touch but I
thought I had better use something different.
If you are still building or have the wheels off sometime you may want
to replace these bolts with an all metal nut stop style nut (picture
attached). (Or you could go with cross-drilled rotors with dual caliper
Brembo brakes to reduce heating)
By doing this the nuts would help them be less susceptible to the heat
and possible loosening.
On a side note, my Goodyear Flight Custom III tires are wearing so much
less than the stock tires.
I now have over 125 hours on these tires and can hardly tell they are
wearing at all. I'm very impressed.
Scott Schmidt
scottmschmidt@yahoo.com
Message 17
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| Subject: | QB remove upper fuselage deck top skin ? |
The QB fuselage comes with the Fwd Fuse topskin (L-1071) already attached to the
rib subassembly. I'd like to keep access to this area while running wires and
adding parts.
Does it make sense to drill out the rivets on the topskin, remove it, install subassembly
and reinstall topskin when further along?
Electronics are just being ordered now. I can do my cuts on subpanels since I'm
pretty close to final layout in Autocad.
Thoughts appreciated.
Thanks,
Tom
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=197380#197380
Message 18
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| Subject: | Re: California RV-10 Builders |
Scott
I know of an RV-10 builder at French Valley that is flying.
His name is Mark Chamberlain
Cell phone is 951 283-6473.
John
----- Original Message -----
From: Scott Schmidt
To: RV-10 List
Sent: Thursday, August 07, 2008 4:06 PM
Subject: RV10-List: California RV-10 Builders
I am leaving Saturday morning and heading to Redlands CA to visit my
brother for a few days and wanted to some help contacting a couple of
builders around the area.
There is one RV-10 located at Redlands and one at French Valley. I
believe the RV-10 at Redlands is flying and they are still building the
one at French Valley.
If anyone has any contact information that would be great. I have met
both and would enjoy seeing their progress.
Scott Schmidt
scottmschmidt@yahoo.com
Message 19
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|
| Subject: | Re: Wheel Pant Support Nuts - Nylock to all metal nut |
I think if you look closer-you will find the U1008 spacer has galled the
large bracket giving you the impression that the nuts have backed off. Real
problem is a washer is needed between the U1008 and the bracket and make n
ew spacers out of 1/2" AL rod or add steel sleeves to the existing U1008. T
hen you will be able to tighten the three bolts.
-
Bill DeRouchey
N939SB, flying
--- On Thu, 8/7/08, Scott Schmidt <scottmschmidt@yahoo.com> wrote:
From: Scott Schmidt <scottmschmidt@yahoo.com>
Subject: RV10-List: Wheel Pant Support Nuts - Nylock to all metal nut
After I returned from Oshkosh I had to change the oil and was checking the
whole plane out to make sure everything was in tip top shape.- I noticed
that I had developed a little bit of play in my main wheel pants and though
t I had better pull it all apart and look into it.- I could move the back
of the wheel pant up and down about 3/8 (right) to 1/2" (left).
There are 3 bolts that hold the bracket in place and they were a little loo
se.- Since they go through some aluminum spacers and had some leverage I
thought they might have just deformed the aluminum and needed to be tighten
ed.- Unfortunately you have to pull the wheel off to get to the other sid
e of these bolts.
-
After pulling the wheel I noticed that the nuts had lost most of their lock
ing function. Van's recommends a nylock bolt.- I know I have had those br
akes hot in the past and most likely overheated the elastic material in the
nut.- I could almost turn them off by hand.- So I am not sure if the b
olts backed off or just became looser because of some deformation of the al
uminum where the spacer and bracket touch but I thought I had better use so
mething different.
If you are still building or have the wheels off sometime you may want to r
eplace these bolts with an all metal nut stop style nut (picture attached).
- (Or you could go with cross-drilled rotors with dual caliper Brembo bra
kes to reduce heating)
By doing this the nuts would help them be less susceptible to the heat and
possible loosening.
On a side note, my Goodyear Flight Custom III tires are wearing so much les
s than the stock tires.-
I now have over 125 hours on these tires and can hardly tell they are weari
ng at all.- I'm very impressed.-
-Scott Schmidt
scottmschmidt@yahoo.com
Message 20
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|
| Subject: | Re: QB remove upper fuselage deck top skin ? |
Keep the entire deck off, not just the top skin. You can finish the
canopy and doors and install the engine with the entire deck off. You
will not be able to install the windshield or engine cowling.
Larry
tomhanaway wrote:
>
> The QB fuselage comes with the Fwd Fuse topskin (L-1071) already attached to
the rib subassembly. I'd like to keep access to this area while running wires
and adding parts.
>
> Does it make sense to drill out the rivets on the topskin, remove it, install
subassembly and reinstall topskin when further along?
>
> Electronics are just being ordered now. I can do my cuts on subpanels since
I'm pretty close to final layout in Autocad.
>
> Thoughts appreciated.
>
> Thanks,
> Tom
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=197380#197380
>
>
>
Message 21
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The problem with the switch is EIS interitation, the Mag requires a different setting
than the LSE.
---- jim@CombsFive.Com wrote:
============
What about having a switch on the panel to let you select the source (LSE or MAG)?
I do as Tim does. LSE is the only input I use for the tach.
Jim C
N312F - Finishing
Do Not Archive
===========================================================
From: Sam Marlow <sam@fr8dog.net>
Subject: Re: RV10-List: LSE Tach
Yes, but it's giving up a good diagnostic tool, and backup. I sure wish
there was a way to have two tach sources.
Tim Olson wrote:
>
> I just use the LSE only for tach....I skipped hooking the mag
> in at all. You can hear by ear if it drops a lot of RPM,
> and you can see it on the multi-bar bar-graphs if the temps
> start to drop or rise. So there's no real worry to just
> have one as long as you listen carefully.
>
> Tim Olson - RV-10 N104CD - Flying
> do not archive
>
>
> Sam Marlow wrote:
>>
>> Ok guy's, I'm at the end of my rope here, I need help. I've tried
>> everything I can find to make my LSE tach work in conjunction with a
>> Bendix mag. The mag signal to my EIS6000 works just fine, but the
>> Lightspeed tach just won't work. I know some of you have it working,
>> how's it done?
>>
>
>
===========================================================
Message 22
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|
I'll look into that,thanks for the tip!
---- "Condrey wrote:
============
Sam,
You can install a tach generator (look on Van's website) and use that to
feed the EIS. This is a device that uses the mechanical tach drive and
produces an output usable by a variety of engine monitors. It would be
independent of the type of ignition system.
Bob
-----Original Message-----
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Sam Marlow
Sent: Thursday, August 07, 2008 9:33 PM
Subject: Re: RV10-List: LSE Tach
Yes, but it's giving up a good diagnostic tool, and backup. I sure wish
there was a way to have two tach sources.
Tim Olson wrote:
>
> I just use the LSE only for tach....I skipped hooking the mag
> in at all. You can hear by ear if it drops a lot of RPM,
> and you can see it on the multi-bar bar-graphs if the temps
> start to drop or rise. So there's no real worry to just
> have one as long as you listen carefully.
>
> Tim Olson - RV-10 N104CD - Flying
> do not archive
>
>
> Sam Marlow wrote:
>>
>> Ok guy's, I'm at the end of my rope here, I need help. I've tried
>> everything I can find to make my LSE tach work in conjunction with a
>> Bendix mag. The mag signal to my EIS6000 works just fine, but the
>> Lightspeed tach just won't work. I know some of you have it working,
>> how's it done?
>>
>
>
Message 23
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|
I did that already, didn't help.
---- Carl Froehlich <carl.froehlich@cox.net> wrote:
============
Sam
I worked this problem in my 8A six years ago. After talking to Klaus at
LightSpeed and not getting anywhere, I called Grand Rapids. They figured
that the LightSpeed tach pulse was too narrow for the EIS to recognize.
Grand Rapids came up with a modification to the EIS so that it worked with
the LightSpeed signal. The modification was simple, just changing a
resistor on the EIS board that I did myself.
Give Grand Rapids a call.
The superior customer service from Grand Rapids is the main reason I'll be
using their EFIS in my RV-10.
Carl Froehlich
RV-8A (450 hrs)
RV-10 (fuselage)
-----Original Message-----
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Tim Olson
Sent: Friday, August 08, 2008 10:14 AM
Subject: Re: RV10-List: LSE Tach
Yes, there are ways around the problem by adding
complexity, but... The EIS uses a setting of 1.5 Pulses
per revolution (a setting of "0" on the EIS's Tach P/R
field), and the lightspeed provides 3 pulses per rev,
and the EIS Tach P/R gets set to 3. So from the beginning,
you're set up with 2 varying pulse counts that you need
the system set for. So you either need to add circuitry
to modify one, or the other, so that they match. To me,
this is a waste of time and effort for something so
minor. I can see on the tach that when I run on the LSE
only, I get a mag drop of maybe 10-20 RPM. And as soon
as I switch to the mag it does drop a larger drop than
with the EIS only.
The thing is, misfiring or non-firing will be seen on
the EGT gauge too, so you DO have a diagnostic too. And,
the running smoothness of the engine is another diagnostic
tool. With the LSE ignition I haven't EVER had fouled
plugs that caused a rough running mag drop test. I used
to have fouled plugs every few flights on the Sundowner
I flew. It's just not the case with the IO-540 and a
LSE ignition. If I have a large mag drop, I'll know,
because I can hear it. If the mag is running rough, I'll
know...because I can hear it. And, if it's truly not
running good because of a fouled plug on the mag side,
then you'll see the EGT drop off if it isn't firing. I've
watched this on an piper with an avidyne system. In the
end, the actual RPM dropped is really not much help
in diagnosing anything, compared to the EGT graph, and
your calibrated ears. Sure, it's a small trade-off, but
it's one that I definitely don't feel like I'm missing
something with.
Tim Olson - RV-10 N104CD - Flying
do not archive
jim@CombsFive.Com wrote:
>
> What about having a switch on the panel to let you select the source (LSE
or MAG)?
>
> I do as Tim does. LSE is the only input I use for the tach.
>
> Jim C
> N312F - Finishing
>
> Do Not Archive
>
> ===========================================================
> From: Sam Marlow <sam@fr8dog.net>
> Date: 2008/08/07 Thu PM 10:33:29 EDT
> To: rv10-list@matronics.com
> Subject: Re: RV10-List: LSE Tach
>
>
> Yes, but it's giving up a good diagnostic tool, and backup. I sure wish
> there was a way to have two tach sources.
>
> Tim Olson wrote:
>>
>> I just use the LSE only for tach....I skipped hooking the mag
>> in at all. You can hear by ear if it drops a lot of RPM,
>> and you can see it on the multi-bar bar-graphs if the temps
>> start to drop or rise. So there's no real worry to just
>> have one as long as you listen carefully.
>>
>> Tim Olson - RV-10 N104CD - Flying
>> do not archive
>>
>>
>> Sam Marlow wrote:
>>>
>>> Ok guy's, I'm at the end of my rope here, I need help. I've tried
>>> everything I can find to make my LSE tach work in conjunction with a
>>> Bendix mag. The mag signal to my EIS6000 works just fine, but the
>>> Lightspeed tach just won't work. I know some of you have it working,
>>> how's it done?
>>>
>>
>>
>>
>>
>>
>
>
>
>
>
>
> ===========================================================
>
>
>
>
>
>
Message 24
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Yes but without a second source for tach, I've already scrubed a flight, and postponed
another for lack of RPM indication,when the "P" lead ground shield worked
it's way loose on the mag.
---- "Condrey wrote:
============
Carl,
The issue isn't the EIS/LSE integration (current versions of the Plasma
III just drive the EIS direct with no mods to either). The issue is as
Tim describes below - the EIS can be configured to expect pulses as
conditioned by either the LSE or mag but not both at the same time.
There are solutions that add complexity - a circuit to change the pulse
counts from one of the devices or a tach generator off the engine's
mechanical tach connection, but in the end it really isn't a big deal to
just drive the tach off of one of the devices.
Besides, if you're unlucky enough to have one of the early MT governors
you get your ears tuned into hearing a 100 RPM engine change :)
Bob
N442PM (flying)
-----Original Message-----
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Carl
Froehlich
Sent: Friday, August 08, 2008 9:29 AM
Subject: RE: RV10-List: LSE Tach
<carl.froehlich@cox.net>
Sam
I worked this problem in my 8A six years ago. After talking to Klaus at
LightSpeed and not getting anywhere, I called Grand Rapids. They
figured
that the LightSpeed tach pulse was too narrow for the EIS to recognize.
Grand Rapids came up with a modification to the EIS so that it worked
with
the LightSpeed signal. The modification was simple, just changing a
resistor on the EIS board that I did myself.
Give Grand Rapids a call.
The superior customer service from Grand Rapids is the main reason I'll
be
using their EFIS in my RV-10.
Carl Froehlich
RV-8A (450 hrs)
RV-10 (fuselage)
-----Original Message-----
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Tim Olson
Sent: Friday, August 08, 2008 10:14 AM
Subject: Re: RV10-List: LSE Tach
Yes, there are ways around the problem by adding
complexity, but... The EIS uses a setting of 1.5 Pulses
per revolution (a setting of "0" on the EIS's Tach P/R
field), and the lightspeed provides 3 pulses per rev,
and the EIS Tach P/R gets set to 3. So from the beginning,
you're set up with 2 varying pulse counts that you need
the system set for. So you either need to add circuitry
to modify one, or the other, so that they match. To me,
this is a waste of time and effort for something so
minor. I can see on the tach that when I run on the LSE
only, I get a mag drop of maybe 10-20 RPM. And as soon
as I switch to the mag it does drop a larger drop than
with the EIS only.
The thing is, misfiring or non-firing will be seen on
the EGT gauge too, so you DO have a diagnostic too. And,
the running smoothness of the engine is another diagnostic
tool. With the LSE ignition I haven't EVER had fouled
plugs that caused a rough running mag drop test. I used
to have fouled plugs every few flights on the Sundowner
I flew. It's just not the case with the IO-540 and a
LSE ignition. If I have a large mag drop, I'll know,
because I can hear it. If the mag is running rough, I'll
know...because I can hear it. And, if it's truly not
running good because of a fouled plug on the mag side,
then you'll see the EGT drop off if it isn't firing. I've
watched this on an piper with an avidyne system. In the
end, the actual RPM dropped is really not much help
in diagnosing anything, compared to the EGT graph, and
your calibrated ears. Sure, it's a small trade-off, but
it's one that I definitely don't feel like I'm missing
something with.
Tim Olson - RV-10 N104CD - Flying
do not archive
jim@CombsFive.Com wrote:
>
> What about having a switch on the panel to let you select the source
(LSE
or MAG)?
>
> I do as Tim does. LSE is the only input I use for the tach.
>
> Jim C
> N312F - Finishing
>
> Do Not Archive
>
> ===========================================================
> From: Sam Marlow <sam@fr8dog.net>
> Date: 2008/08/07 Thu PM 10:33:29 EDT
> To: rv10-list@matronics.com
> Subject: Re: RV10-List: LSE Tach
>
>
> Yes, but it's giving up a good diagnostic tool, and backup. I sure
wish
> there was a way to have two tach sources.
>
> Tim Olson wrote:
>>
>> I just use the LSE only for tach....I skipped hooking the mag
>> in at all. You can hear by ear if it drops a lot of RPM,
>> and you can see it on the multi-bar bar-graphs if the temps
>> start to drop or rise. So there's no real worry to just
>> have one as long as you listen carefully.
>>
>> Tim Olson - RV-10 N104CD - Flying
>> do not archive
>>
>>
>> Sam Marlow wrote:
>>>
>>> Ok guy's, I'm at the end of my rope here, I need help. I've tried
>>> everything I can find to make my LSE tach work in conjunction with a
>>> Bendix mag. The mag signal to my EIS6000 works just fine, but the
>>> Lightspeed tach just won't work. I know some of you have it working,
>>> how's it done?
>>>
>>
>>
>>
>>
>>
>
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> ===========================================================
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This is pretty much the way I wired it, but it only works on the mag side with
this configuration.
LSE is no help,and I did the EIS mod, still dosen't work.
---- Dave Saylor <Dave@AirCraftersLLC.com> wrote:
============
Sam,
I'm not sure if this is what you're after, but here is a schematic to get
two tach signals into a single input so you can do a mag check and see the
actual indicated RPM.
If you need to convert the LSE signal to something the EIS can handle, I'm
sure either vendor can help you out there.
Dave Saylor
AirCrafters LLC
140 Aviation Way
Watsonville, CA
831-722-9141
831-750-0284 CL
www.AirCraftersLLC.com
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