Today's Message Index:
----------------------
1. 12:02 AM - Re: How do you change the VFR code on the Garmin GTX 330 (Werner Schneider)
2. 04:50 AM - Re: Pilot Proficiency vs RV10 'flyability' (Jesse Saint)
3. 05:34 AM - Re: Pilot Proficiency vs RV10 'flyability' (building_partner@yahoo.com)
4. 06:22 AM - Re: Pilot Proficiency vs RV10 'flyability' (linn)
5. 06:47 AM - Re: How do you change the VFR code on the Garmin GTX 330 (Tim Olson)
6. 06:56 AM - Re: Pilot Proficiency vs RV10 'flyability' (Tim Olson)
7. 07:15 AM - Re: How do you change the VFR code on the Garmin GTX 330 (David McNeill)
8. 07:46 AM - Re: How do you change the VFR code on the Garmin GTX 330 (Werner Schneider)
9. 07:47 AM - Re: How do you change the VFR code on the Garmin GTX 330 (Werner Schneider)
10. 08:30 AM - Re: Pilot Proficiency vs RV10 'flyability' (Dj Merrill)
11. 08:30 AM - Re: Portable oxygen (Bill DeRouchey)
12. 09:32 AM - Re: Pilot Proficiency vs RV10 'flyability' (Seano)
13. 09:54 AM - Re: How do you change the VFR code on the Garmin GTX 330 (Tim Olson)
14. 09:56 AM - Re: How do you change the VFR code on the Garmin GTX 330 (David McNeill)
15. 09:56 AM - Re: How do you change the VFR code on the Garmin GTX 330 (Tim Olson)
16. 10:02 AM - Re: Pilot Proficiency vs RV10 'flyability' (David McNeill)
17. 11:35 AM - Re: Pilot Proficiency vs RV10 'flyability' (Dj Merrill)
18. 12:20 PM - Re: Pilot Proficiency vs RV10 'flyability' (gary)
19. 12:22 PM - Re: Pilot Proficiency vs RV10 'flyability' (gary)
20. 12:39 PM - Re: Pilot Proficiency vs RV10 'flyability' (Dj Merrill)
21. 01:36 PM - Re: Pilot Proficiency vs RV10 'flyability' (David McNeill)
22. 01:59 PM - Re: Pilot Proficiency vs RV10 'flyability' (Dj Merrill)
23. 02:12 PM - Grumman 2 place (David McNeill)
24. 03:01 PM - Re: Pilot Proficiency vs RV10 'flyability' (jim@CombsFive.Com)
25. 03:04 PM - Re: How do you change the VFR code on the Garmin GTX 330 (Michael Wellenzohn)
26. 05:43 PM - Question for the door experts (A followup observation) (Les Kearney)
27. 06:00 PM - Re: Pilot Proficiency vs RV10 'flyability' (Dj Merrill)
28. 06:34 PM - Re: Grumman 2 place (cloudvalley@comcast.net)
29. 06:46 PM - UMPCs for the cockpit (McGANN, Ron)
30. 06:46 PM - Re: How do you change the VFR code on the Garmin GTX 330 (N777TY)
31. 07:25 PM - 28V System (Jesse Saint)
32. 07:50 PM - Re: Question for the door experts (A followup observation) (Ben Westfall)
33. 08:40 PM - Re: Question for the door experts (A followup observation) (Les Kearney)
34. 09:10 PM - trimming cabin cover door openings (Rob Kochman)
35. 09:23 PM - First Flights was Pilot Proficiency vs RV10 'flyability' (Les Kearney)
36. 09:54 PM - Re: trimming cabin cover door openings (Les Kearney)
37. 10:49 PM - Re: How do you change the VFR code on the Garmin GTX 330 (Werner Schneider)
38. 11:49 PM - Re: UMPCs for the cockpit (Werner Schneider)
Message 1
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| Subject: | Re: How do you change the VFR code on the Garmin GTX 330 |
Sorry Michael,
I should have been more precise so looked it up again in the manual:
"Holding down the FUNC key and pressing the ON key provides access to
the configuration pages. The FUNC key sequences forwrad through the
configuration pages. The START/STOP key reverses through the pages,
stopping at the Menu page. The CRSR key highlights selectable fields on
each page. When a field is highlighted the 0-9 keys enter numeric data
and the 8 or 9 keys move through list selections. Press the CRSR key to
accept changes. When a field is highlighted, pressing the FUNC key moves
to the next configuration page without saving the changes."
And don't forget, that you will need to wire a SQUAT switch for
ground/air operation for the 330.
Werner
Werner Schneider wrote:
>
> Hi Michael,
>
> be aware, that you do the right procedure to SAVE that new code at the
> end. Mine has 7000 and it stays 7000 ;o)
>
> Werner
>
> Michael Wellenzohn wrote:
>> <rv-10@wellenzohn.net>
>>
>> Hi there,
>> I tried to change the VFR code from 1200 (preset by default) to 7000
>> as we have it here in Europe per instructions from the installation
>> manual. For some reason after a power cycle the VFR code is back at
>> 1200.
>> Did anyone else experience the same issue?
>>
>> Michael
>>
>> --------
>> RV-10 builder (engine, prop, finishing)
>> #511
>>
>>
>>
>>
>> Read this topic online here:
>>
>> http://forums.matronics.com/viewtopic.php?p=245422#245422
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>
>
Message 2
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| Subject: | Re: Pilot Proficiency vs RV10 'flyability' |
This has come up more than in this e-mail. You mention the 13,000 in
transport/military aircraft. We just sold a Cessna 206 to an airline
pilot with 27,000+ hours, mostly in regional jets in the last 20
years. He had a lot of cessna time, but hasn't been in one in 20
years. It would have been a huge mistake to assume that he could just
hop in and fly it. He would have killed himself. His first landings
(or attempts, I should say), were horrible. He is used to something
FAR different. All this to say, that even if you are a high-time
pilot, getting some transition training (at least in a similar
aircraft, but preferrably in the -10 itself) is critical. It is
nothing to be afraid of, but rather to be respected.
do not archive
Jesse Saint
Saint Aviation, Inc.
jesse@saintaviation.com
Cell: 352-427-0285
Fax: 815-377-3694
On May 27, 2009, at 1:02 AM, richard sipp wrote:
>
> Deems:
>
> I think your opinion is spot on. This has been a great thread and
> deserves to continue. There are many more folk's thoughts out there
> that would add a lot to the conversation. Vic S.?
>
> I had 750 hours in an RV4 and 13,000 in transport/military aircraft
> and would not have considered flying the 10 without some dual before
> the first flight.
> (flew 3 hours with Jerry VanGrunsven). As you say the 10 is not a
> difficult airplane at all to fly well, but with all the training
> resources
> available now, why would one not want to become at least familiar
> with the type before flying one on the first flight. The first
> flight in an airplane you built is not the time to be doing self
> instructed transition training. A few hours, at least, in a relaxed
> training environment will pay huge benefits
> in the early flights in our own new airplane. Throughout commercial
> aviation, formal training in a new type is required regardless of
> previous experience.
>
> If the 10, like the other RVs, have a fault it is that they fly so
> well, are so responsive, they quickly build the self confidence of
> their pilots, perhaps too much so.
> The sports models all beg to rolled, looped, flown in formation, etc
> - Total Performance - right? My guess would be that most 10 pilots
> value the productivity of their 4 place efficient cross country
> SUV. Most 10s are well equipped for IFR, beg to cover a lot of
> ground through changing weather patterns, and often carry one or
> more family or friends.
>
> I find my mental attitude to be very differnent in this environment
> than it was by myself in the 4. Satisfaction now comes from
> providing a comfortable travel experience for the passengers while
> continually refining flight procedures to get the most out of that
> expensive instrument panel. With 130 hours I am still learning how
> to get the most out of myself, the avionics, and the airplane. The
> process of trying to continually improve will provide satisfaction
> for a long time to come.
>
> We all take pride in deciding to become part of the most successful
> experimental aircraft line ever. As the fleet and flight hours set
> new records every day we as a group become more and more visable.
> Our record and reputation is good but can always be improved. The
> past few days have been costly to the family and deserve renewed
> commitment to safety.
>
> Can a wife or any other women fly the 10? Of course. If they can
> fly F-15s, catch the third wire on carrier in an F-18, or qualify
> for the Thunderbirds, the 10, after good training, will be a walk in
> the park.
>
> Dick Sipp
> N110DV
>
>
Message 3
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| Subject: | Re: Pilot Proficiency vs RV10 'flyability' |
Thanks to all of you for taking the time to express and explain your though
ts and feelings to all of us.- Yes, our family is growing and we all need
to work together to keep our reputation at the highest possible level.-
We have lost 7 individuals in the Sacramento area within my 2.5 years of bu
ild time.... a little concerning to me as a newcomer to aviation.- (only
1 was an RV)--- BUT, each and every one involved experienced pilots,
most of which were making serious, stupid mistakes.- What would have me c
oncerned is individuals being killed and the crash was NOT, at least to som
e extent, pilot error.- Flying into bad weather, overloading the plane at
the same time the density altitude was at it's max, engine out on takeoff,
with fire, and trying to turn back to the airport, fuel pump and boost pum
p malfunctions at the same time, flying into the side of a mountain, and wh
at may have been a heart attack..... with the exception of the last, these
possibly were all avoidable.- The worst being the 10,000 hour pilot over
loading the plane and taking off with a high density altitude, from his hom
e airport, and killing his 2 best friends.- It seems that maybe the most
vulnerable are the pilots that accumulate 150 to 250 hours, and then let th
eir guard down.- Maybe all this is similar to a motorcycle rider.- The
new guy is overly cautious (unless he's under 20), and then once they get a
little experience they push the envelope further and further, until their
on the edge, and something out of the ordinary gets them.- For us that co
uld be weather, equipment failure, another aircraft, or terrain.- ok, tha
t's my 3 cents.
Thanks again guys...... and by the way, congrats to our new RV10 guys compl
eting their first flights!!!!!
Don McDonald
#40636- Done, but sailing on the east coast.
--- On Tue, 5/26/09, richard sipp <rsipp@earthlink.net> wrote:
From: richard sipp <rsipp@earthlink.net>
Subject: Re: RV10-List: Pilot Proficiency vs RV10 'flyability'
Deems:
I think your opinion is spot on.- This has been a great thread and deserv
es to continue.- There are many more folk's thoughts out there that=0A wo
uld add a lot to the conversation. Vic S.?
I had 750 hours in an RV4 and 13,000 in transport/military aircraft and wou
ld not have considered flying the 10 without some dual before the first fli
ght.
(flew 3 hours with Jerry VanGrunsven).- As you say the 10 is not a diffic
ult airplane at all to fly well, but with all the training resources
available now, why would one not want to become at least familiar with the
type before flying one on the first flight.- The first flight in an airpl
ane you built is not the time to be doing self instructed transition traini
ng. A few hours, at least, in a relaxed training environment will pay huge
benefits
in the early flights in our own new airplane.- Throughout commercial avia
tion, formal training in a new type is required regardless of previous expe
rience.
If the 10, like the other RVs, have a fault it is that they fly so well, ar
e so responsive, they quickly build the self=0A confidence of their pilots,
perhaps too much so.
The sports models all beg to rolled, looped, flown in formation, etc - Tota
l Performance - right? My guess would be that most 10 pilots value the prod
uctivity of their 4 place efficient cross country SUV.- Most 10s are well
equipped for IFR, beg to cover a lot of ground through changing weather pa
tterns, and often carry one or more family or friends.
I find my mental attitude to be very differnent in this environment than it
was by myself in the 4.- Satisfaction now comes from providing a comfort
able travel experience for the passengers while continually refining flight
procedures to get the most out of that expensive instrument panel.- With
130 hours I am still learning how to get the most out of myself, the avion
ics, and the airplane.- The process of trying to continually improve will
provide satisfaction for a long time to come.
We all take pride in deciding to=0A become part of the most successful expe
rimental aircraft line ever.- As the fleet and flight hours set new recor
ds every day we as a group become more and more visable.- Our record and
reputation is good but can always be improved.- The past few days have be
en costly to the family and deserve renewed commitment to safety.
Can a wife or any other women fly the 10?- Of course.- If they can fly
F-15s, catch the third wire on carrier in an F-18, or qualify for the Thund
erbirds, the 10, after good training, will be a walk in the park.
Dick Sipp
N110DV
le, List Admin.
=0A=0A=0A
Message 4
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| Subject: | Re: Pilot Proficiency vs RV10 'flyability' |
Don makes some very good observations here, and I'd like to comment
(yeah, I couldn't resist) and put some perspective here.
building_partner@yahoo.com wrote:
> Thanks to all of you for taking the time to express and explain your
> thoughts and feelings to all of us. Yes, our family is growing and we
> all need to work together to keep our reputation at the highest possible
> level.
This is very important ..... especially when we're an emerging 'class'
and scrutinized by the insurance companies. Less than a professional
approach means we pay, and pay, and pay.
> We have lost 7 individuals in the Sacramento area within my 2.5
> years of build time.... a little concerning to me as a newcomer to
> aviation. (only 1 was an RV) BUT, each and every one involved
> experienced pilots, most of which were making serious, stupid mistakes.
> What would have me concerned is individuals being killed and the crash
> was NOT, at least to some extent, pilot error. Flying into bad weather,
> overloading the plane at the same time the density altitude was at it's
> max, engine out on takeoff, with fire, and trying to turn back to the
> airport, fuel pump and boost pump malfunctions at the same time, flying
> into the side of a mountain, and what may have been a heart attack.....
> with the exception of the last, these possibly were all avoidable.
Very, very seldom is the blame for an accident ever placed on the
airplane. At least until the Lawyers get involved! I've had three
'failures' ..... two that resulted in off-field landings. All three can
be attributed to poor performance by people ..... and not pilot error.
All three were attributable to poor performance by maintenance personnel
.... in my case two were really my fault because I hold the repairmans
certificate for my Pitts, which is now 28 years old.
> The worst being the 10,000 hour pilot overloading the plane and taking off
> with a high density altitude, from his home airport, and killing his 2
> best friends.
The same scenario figured in my second loss of close friends.
> It seems that maybe the most vulnerable are the pilots
> that accumulate 150 to 250 hours, and then let their guard down. Maybe
> all this is similar to a motorcycle rider. The new guy is overly
> cautious (unless he's under 20), and then once they get a little
> experience they push the envelope further and further, until their on
> the edge, and something out of the ordinary gets them.
Well, I have to admit that exuberance and youth played a great part when
I was a baby pilot. My AA-1B (little Grumman trainer)was my first
aerobatic airplane ..... and if I hadn't built the Pitts probably would
have cut my flying time short and become a statistic.
There are a lot of sayings that come to mind ..... 'we don't have time
to make all the mistakes ourselves so learn from others' ...... and the
'old, bold, pilot' to name a couple. I have my own .... 'An old pilot
is one that survives all his (or her) stupid mistakes.' I've surely
made my share. I'm a little (well, a lot)older, a little wiser, and try
hard to mentor others as they follow the path to aviation bliss. I am a
survivor!
> For us that could be weather, equipment failure, another aircraft, or terrain.
ok,
> that's my 3 cents.
Inflation again!!!
> Thanks again guys...... and by the way, congrats to our new RV10 guys
> completing their first flights!!!!!
I'll second that!!! It's been years since I first flew the Pitts, but
the excitement and every second of the flight is indelibly etched in my
mind.
Be safe out there!!!
Linn
>
> Don McDonald
> #40636 Done, but sailing on the east coast.
Message 5
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| Subject: | Re: How do you change the VFR code on the Garmin GTX 330 |
Side note.... the GTX330 will switch to ALT mode from GND mode
if you have it wired to a panel mount GPS. So if you're a 430/480/530
owner too, you won't need a squat switch.
Tim Olson - RV-10 N104CD
Werner Schneider wrote:
>
> Sorry Michael,
>
> I should have been more precise so looked it up again in the manual:
> "Holding down the FUNC key and pressing the ON key provides access to
> the configuration pages. The FUNC key sequences forwrad through the
> configuration pages. The START/STOP key reverses through the pages,
> stopping at the Menu page. The CRSR key highlights selectable fields on
> each page. When a field is highlighted the 0-9 keys enter numeric data
> and the 8 or 9 keys move through list selections. Press the CRSR key to
> accept changes. When a field is highlighted, pressing the FUNC key moves
> to the next configuration page without saving the changes."
>
> And don't forget, that you will need to wire a SQUAT switch for
> ground/air operation for the 330.
>
> Werner
>
> Werner Schneider wrote:
>>
>> Hi Michael,
>>
>> be aware, that you do the right procedure to SAVE that new code at the
>> end. Mine has 7000 and it stays 7000 ;o)
>>
>> Werner
>>
>> Michael Wellenzohn wrote:
>>> <rv-10@wellenzohn.net>
>>>
>>> Hi there,
>>> I tried to change the VFR code from 1200 (preset by default) to 7000
>>> as we have it here in Europe per instructions from the installation
>>> manual. For some reason after a power cycle the VFR code is back at
>>> 1200.
>>> Did anyone else experience the same issue?
>>>
>>> Michael
>>>
>>> --------
>>> RV-10 builder (engine, prop, finishing)
>>> #511
>>>
>>>
>>>
>>>
>>> Read this topic online here:
>>>
>>> http://forums.matronics.com/viewtopic.php?p=245422#245422
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>
>>
>>
>>
>
>
>
>
Message 6
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| Subject: | Re: Pilot Proficiency vs RV10 'flyability' |
Dick, that was a great post, and it's wonderful that you have
such a good attitude. I find that one of the most impressive
qualities of a pilot is when they have the humility to
admit that they have to approach things with a proper cautious
attitude despite their high hours. There are people who
go both ways. When we leased that Cherokee, I *insisted* on
a checkout before we took it, because in 450+ hours I
hadn't flown slow, yoke equipped, underpowered planes. They're
different...not hard, but different than what I was used to.
Then, there's my dad. He's not maintained anywhere near 25
hours a year for the past years since we sold the plane we
owned together. He also had only about 10 hours in a Cherokee
140, and maybe in the 20's in all piper models. But, he
walked into the place to pick it up thinking that he shouldn't
have to worry about a checkout at all. Probably has less
than 10 or 15 hours in 12 or more months. I was not
impressed with the attitude. Some people for some reason,
want to look at training as an obligation, and a sign that
they somehow aren't adequate. Some people look at it as
an opportunity, and love to just have the chance to get
in that seat and see if they can improve themselves. It's
a stark difference, and I'm guilty of viewing it both ways
in the past myself. But, I guess I did enough stupid things
along the way that I was able to convince myself I didn't
know everything. ;)
Tim Olson - RV-10 N104CD
do not archive
richard sipp wrote:
>
> Deems:
>
> I think your opinion is spot on. This has been a great thread and
> deserves to continue. There are many more folk's thoughts out there
> that would add a lot to the conversation. Vic S.?
>
> I had 750 hours in an RV4 and 13,000 in transport/military aircraft and
> would not have considered flying the 10 without some dual before the
> first flight.
> (flew 3 hours with Jerry VanGrunsven). As you say the 10 is not a
> difficult airplane at all to fly well, but with all the training resources
> available now, why would one not want to become at least familiar with
> the type before flying one on the first flight. The first flight in an
> airplane you built is not the time to be doing self instructed
> transition training. A few hours, at least, in a relaxed training
> environment will pay huge benefits
> in the early flights in our own new airplane. Throughout commercial
> aviation, formal training in a new type is required regardless of
> previous experience.
>
> If the 10, like the other RVs, have a fault it is that they fly so well,
> are so responsive, they quickly build the self confidence of their
> pilots, perhaps too much so.
> The sports models all beg to rolled, looped, flown in formation, etc -
> Total Performance - right? My guess would be that most 10 pilots value
> the productivity of their 4 place efficient cross country SUV. Most 10s
> are well equipped for IFR, beg to cover a lot of ground through changing
> weather patterns, and often carry one or more family or friends.
>
> I find my mental attitude to be very differnent in this environment than
> it was by myself in the 4. Satisfaction now comes from providing a
> comfortable travel experience for the passengers while continually
> refining flight procedures to get the most out of that expensive
> instrument panel. With 130 hours I am still learning how to get the
> most out of myself, the avionics, and the airplane. The process of
> trying to continually improve will provide satisfaction for a long time
> to come.
>
> We all take pride in deciding to become part of the most successful
> experimental aircraft line ever. As the fleet and flight hours set new
> records every day we as a group become more and more visable. Our
> record and reputation is good but can always be improved. The past few
> days have been costly to the family and deserve renewed commitment to
> safety.
>
> Can a wife or any other women fly the 10? Of course. If they can fly
> F-15s, catch the third wire on carrier in an F-18, or qualify for the
> Thunderbirds, the 10, after good training, will be a walk in the park.
>
> Dick Sipp
> N110DV
>
>
>
>
>
>
>
>
>
Message 7
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| Subject: | How do you change the VFR code on the Garmin GTX 330 |
I did not realize it but that also occurs for a G327 hooked to a GRT EFIS.
My backup GRT Sport outputs the encoder serial data to the G327. I just turn
it on in standby and it automatically goes to alt on takeoff. I did not plan
it that way.
-----Original Message-----
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Tim Olson
Sent: Wednesday, May 27, 2009 6:44 AM
Subject: Re: RV10-List: How do you change the VFR code on the Garmin GTX 330
Side note.... the GTX330 will switch to ALT mode from GND mode if you have
it wired to a panel mount GPS. So if you're a 430/480/530 owner too, you
won't need a squat switch.
Tim Olson - RV-10 N104CD
Werner Schneider wrote:
>
> Sorry Michael,
>
> I should have been more precise so looked it up again in the manual:
> "Holding down the FUNC key and pressing the ON key provides access to
> the configuration pages. The FUNC key sequences forwrad through the
> configuration pages. The START/STOP key reverses through the pages,
> stopping at the Menu page. The CRSR key highlights selectable fields
> on each page. When a field is highlighted the 0-9 keys enter numeric
> data and the 8 or 9 keys move through list selections. Press the CRSR
> key to accept changes. When a field is highlighted, pressing the FUNC
> key moves to the next configuration page without saving the changes."
>
> And don't forget, that you will need to wire a SQUAT switch for
> ground/air operation for the 330.
>
> Werner
>
> Werner Schneider wrote:
>>
>> Hi Michael,
>>
>> be aware, that you do the right procedure to SAVE that new code at
>> the end. Mine has 7000 and it stays 7000 ;o)
>>
>> Werner
>>
>> Michael Wellenzohn wrote:
>>> <rv-10@wellenzohn.net>
>>>
>>> Hi there,
>>> I tried to change the VFR code from 1200 (preset by default) to 7000
>>> as we have it here in Europe per instructions from the installation
>>> manual. For some reason after a power cycle the VFR code is back at
>>> 1200.
>>> Did anyone else experience the same issue?
>>>
>>> Michael
>>>
>>> --------
>>> RV-10 builder (engine, prop, finishing)
>>> #511
>>>
>>>
>>>
>>>
>>> Read this topic online here:
>>>
>>> http://forums.matronics.com/viewtopic.php?p=245422#245422
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>
>>
>>
>>
>
>
>
>
Message 8
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| Subject: | Re: How do you change the VFR code on the Garmin GTX 330 |
That is true Tim,
did you wire that via ARINC or serial? Does your GTX330 then also
provide vector info?
Werner
Tim Olson wrote:
>
> Side note.... the GTX330 will switch to ALT mode from GND mode
> if you have it wired to a panel mount GPS. So if you're a 430/480/530
> owner too, you won't need a squat switch.
>
> Tim Olson - RV-10 N104CD
>
>
> Werner Schneider wrote:
>>
>> Sorry Michael,
>>
>> I should have been more precise so looked it up again in the manual:
>> "Holding down the FUNC key and pressing the ON key provides access to
>> the configuration pages. The FUNC key sequences forwrad through the
>> configuration pages. The START/STOP key reverses through the pages,
>> stopping at the Menu page. The CRSR key highlights selectable fields
>> on each page. When a field is highlighted the 0-9 keys enter numeric
>> data and the 8 or 9 keys move through list selections. Press the CRSR
>> key to accept changes. When a field is highlighted, pressing the FUNC
>> key moves to the next configuration page without saving the changes."
>>
>> And don't forget, that you will need to wire a SQUAT switch for
>> ground/air operation for the 330.
>>
>> Werner
>>
>> Werner Schneider wrote:
>>>
>>> Hi Michael,
>>>
>>> be aware, that you do the right procedure to SAVE that new code at
>>> the end. Mine has 7000 and it stays 7000 ;o)
>>>
>>> Werner
>>>
>>> Michael Wellenzohn wrote:
>>>> <rv-10@wellenzohn.net>
>>>>
>>>> Hi there,
>>>> I tried to change the VFR code from 1200 (preset by default) to
>>>> 7000 as we have it here in Europe per instructions from the
>>>> installation manual. For some reason after a power cycle the VFR
>>>> code is back at 1200.
>>>> Did anyone else experience the same issue?
>>>>
>>>> Michael
>>>>
>>>> --------
>>>> RV-10 builder (engine, prop, finishing)
>>>> #511
>>>>
>>>>
>>>>
>>>>
>>>> Read this topic online here:
>>>>
>>>> http://forums.matronics.com/viewtopic.php?p=245422#245422
>>>>
>>>>
>>>>
>>>>
>>>>
>>>>
>>>>
>>>>
>>>>
>>>>
>>>>
>>>
>>>
>>>
>>>
>>
>>
>>
>>
>
>
Message 9
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| Subject: | Re: How do you change the VFR code on the Garmin GTX 330 |
David,
I'm not sure that is because of the GRT, the GTX 330 has standardwise a
function, when in climb
exceeding 500ft/min to switch to ALT. That is configurable.
br Werner
David McNeill wrote:
>
> I did not realize it but that also occurs for a G327 hooked to a GRT EFIS.
> My backup GRT Sport outputs the encoder serial data to the G327. I just turn
> it on in standby and it automatically goes to alt on takeoff. I did not plan
> it that way.
>
> -----Original Message-----
> From: owner-rv10-list-server@matronics.com
> [mailto:owner-rv10-list-server@matronics.com] On Behalf Of Tim Olson
> Sent: Wednesday, May 27, 2009 6:44 AM
> To: rv10-list@matronics.com
> Subject: Re: RV10-List: How do you change the VFR code on the Garmin GTX 330
>
>
> Side note.... the GTX330 will switch to ALT mode from GND mode if you have
> it wired to a panel mount GPS. So if you're a 430/480/530 owner too, you
> won't need a squat switch.
>
> Tim Olson - RV-10 N104CD
>
>
> Werner Schneider wrote:
>
>>
>> Sorry Michael,
>>
>> I should have been more precise so looked it up again in the manual:
>> "Holding down the FUNC key and pressing the ON key provides access to
>> the configuration pages. The FUNC key sequences forwrad through the
>> configuration pages. The START/STOP key reverses through the pages,
>> stopping at the Menu page. The CRSR key highlights selectable fields
>> on each page. When a field is highlighted the 0-9 keys enter numeric
>> data and the 8 or 9 keys move through list selections. Press the CRSR
>> key to accept changes. When a field is highlighted, pressing the FUNC
>> key moves to the next configuration page without saving the changes."
>>
>> And don't forget, that you will need to wire a SQUAT switch for
>> ground/air operation for the 330.
>>
>> Werner
>>
>> Werner Schneider wrote:
>>
>>>
>>> Hi Michael,
>>>
>>> be aware, that you do the right procedure to SAVE that new code at
>>> the end. Mine has 7000 and it stays 7000 ;o)
>>>
>>> Werner
>>>
>>> Michael Wellenzohn wrote:
>>>
>>>> <rv-10@wellenzohn.net>
>>>>
>>>> Hi there,
>>>> I tried to change the VFR code from 1200 (preset by default) to 7000
>>>> as we have it here in Europe per instructions from the installation
>>>> manual. For some reason after a power cycle the VFR code is back at
>>>> 1200.
>>>> Did anyone else experience the same issue?
>>>>
>>>> Michael
>>>>
>>>> --------
>>>> RV-10 builder (engine, prop, finishing)
>>>> #511
>>>>
>>>>
>>>>
>>>>
>>>> Read this topic online here:
>>>>
>>>> http://forums.matronics.com/viewtopic.php?p=245422#245422
>>>>
>>>>
>>>>
>>>>
>>>>
>>>>
>>>>
>>>>
>>>>
>>>>
>>>>
>>>>
>>>
>>>
>>>
>>
>>
>>
>
>
>
Message 10
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| Subject: | Re: Pilot Proficiency vs RV10 'flyability' |
On 05/27/2009 09:17 AM, linn wrote:
> My AA-1B (little Grumman trainer)was my first aerobatic airplane .....
> and if I hadn't built the Pitts probably would have cut my flying time
> short and become a statistic.
Hi Linn,
Given that I'm going to look at a 1969 AA-1A this weekend, I'm
curious. Can you elaborate on that a bit?
Thanks,
-Dj
Message 11
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| Subject: | Re: Portable oxygen |
Dave -
I came to the same conclusion and purchased the same 30"- bottle. Mounted
it laying on the tunnel with the valve beside my hip. I purchased it as a
kit with a backpack-like cover with the nylon quick disconnects. Added-ny
lon strappings to the tunnel which secure-the bottle. The location does n
ot interfer with the cabin nor the passengers. Had an experienced pilot in
the back for a cross country and he thought it was an armrest for the first
hour. This mounting-makes it fast to remove for filling and I currently
refill it at the rate of-4-6 times per year.
-
This feature opened up a lot of airspace and flying choices. Highly recomme
nded and not a bother to wear the cannulas.
-
I have used oxygen in the lower altitudes when flying older friends and fam
ily. Last year I landed at Grand Canyon (7500) with my Dad and he almost co
llapsed in the terminal from the altitude and heat. Pulled out the O2 from
the RV10, added liquid,-and had him back in service in about an hour. I w
ould never mount my O2 permanently as it has become just as valuable outsid
e the aircraft.
-
Bill DeRouchey
N939SB
--- On Tue, 5/26/09, Tim Olson <Tim@MyRV10.com> wrote:
From: Tim Olson <Tim@MyRV10.com>
Subject: Re: RV10-List: Portable oxygen
That's what I do, but with a portable.- I need to get some anchors set
in there to strap it down nice, but for now I just set it between
the seats. I want quick release for sure, because I don't leave it in
the plane all the time.- Any shorter trips I tend to try to do at
10,500' or less.---Actually, I think it's precise flight, the one I
have, that has a system made for the Cirrus with a special bag and
all and that's what they do too.- So it's plenty common.
Tim Olson - RV-10 N104CD
do not archive
David McNeill wrote:
> I started looking at my existing portable systems and concluded that the
50 CU tanks will not fit. I am considering an aluminum tank approximately 3
0" long and 4.375" diameter. to secure to the center tunnel and between the
rear seats. Anyone else done this?
>
le, List Admin.
Message 12
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| Subject: | Re: Pilot Proficiency vs RV10 'flyability' |
I have about 4500 hours and in the last five years it has all been
Citation single pilot time. I hopped in Scott Schmidt's great RV-10 and
was suprised how behind I was in the airplane. I will be taking my time
transitioning into the slower airplane. It is funny how I thought it
would have been easier for me to fly the slower airplane. The flying
part wasn't hard, it was the systems and the scan that was the most
difficult, which makes the flying harder. I can see how you can get
behind the "flying part" by trying to figure the systems out. Hopefully
I will get more transition time by the time my RV-10 is done.(hint hint
Scott).
Message 13
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| Subject: | Re: How do you change the VFR code on the Garmin GTX 330 |
My GNS480 is wired to the GTX330 via Serial. I'm not sure what
you mean about vector info though. For traffic I do get the
vector info.
Tim Olson - RV-10 N104CD
Werner Schneider wrote:
>
> That is true Tim,
>
> did you wire that via ARINC or serial? Does your GTX330 then also
> provide vector info?
>
> Werner
>
> Tim Olson wrote:
>>
>> Side note.... the GTX330 will switch to ALT mode from GND mode
>> if you have it wired to a panel mount GPS. So if you're a 430/480/530
>> owner too, you won't need a squat switch.
>>
>> Tim Olson - RV-10 N104CD
>>
>>
>>
>> Werner Schneider wrote:
>>>
>>> Sorry Michael,
>>>
>>> I should have been more precise so looked it up again in the manual:
>>> "Holding down the FUNC key and pressing the ON key provides access to
>>> the configuration pages. The FUNC key sequences forwrad through the
>>> configuration pages. The START/STOP key reverses through the pages,
>>> stopping at the Menu page. The CRSR key highlights selectable fields
>>> on each page. When a field is highlighted the 0-9 keys enter numeric
>>> data and the 8 or 9 keys move through list selections. Press the CRSR
>>> key to accept changes. When a field is highlighted, pressing the FUNC
>>> key moves to the next configuration page without saving the changes."
>>>
>>> And don't forget, that you will need to wire a SQUAT switch for
>>> ground/air operation for the 330.
>>>
>>> Werner
>>>
>>> Werner Schneider wrote:
>>>>
>>>> Hi Michael,
>>>>
>>>> be aware, that you do the right procedure to SAVE that new code at
>>>> the end. Mine has 7000 and it stays 7000 ;o)
>>>>
>>>> Werner
>>>>
>>>> Michael Wellenzohn wrote:
>>>>> <rv-10@wellenzohn.net>
>>>>>
>>>>> Hi there,
>>>>> I tried to change the VFR code from 1200 (preset by default) to
>>>>> 7000 as we have it here in Europe per instructions from the
>>>>> installation manual. For some reason after a power cycle the VFR
>>>>> code is back at 1200.
>>>>> Did anyone else experience the same issue?
>>>>>
>>>>> Michael
>>>>>
>>>>> --------
>>>>> RV-10 builder (engine, prop, finishing)
>>>>> #511
>>>>>
>>>>>
>>>>>
>>>>>
>>>>> Read this topic online here:
>>>>>
>>>>> http://forums.matronics.com/viewtopic.php?p=245422#245422
>>>>>
>>>>>
>>>>>
>>>>>
>>>>>
>>>>>
>>>>>
>>>>>
>>>>>
>>>>>
>>>>>
>>>>
>>>>
>>>>
>>>>
>>>
>>>
>>>
>>>
>>
>>
>>
>>
>
>
>
>
Message 14
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|
| Subject: | How do you change the VFR code on the Garmin GTX 330 |
I did not configure but found that the serial encoding data from the Sport
EFIS turned on the transponder
-----Original Message-----
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Werner Schneider
Sent: Wednesday, May 27, 2009 7:40 AM
Subject: Re: RV10-List: How do you change the VFR code on the Garmin GTX 330
David,
I'm not sure that is because of the GRT, the GTX 330 has standardwise a
function, when in climb exceeding 500ft/min to switch to ALT. That is
configurable.
br Werner
David McNeill wrote:
>
> I did not realize it but that also occurs for a G327 hooked to a GRT EFIS.
> My backup GRT Sport outputs the encoder serial data to the G327. I
> just turn it on in standby and it automatically goes to alt on
> takeoff. I did not plan it that way.
>
> -----Original Message-----
> From: owner-rv10-list-server@matronics.com
> [mailto:owner-rv10-list-server@matronics.com] On Behalf Of Tim Olson
> Sent: Wednesday, May 27, 2009 6:44 AM
> To: rv10-list@matronics.com
> Subject: Re: RV10-List: How do you change the VFR code on the Garmin
> GTX 330
>
>
> Side note.... the GTX330 will switch to ALT mode from GND mode if you
> have it wired to a panel mount GPS. So if you're a 430/480/530 owner
> too, you won't need a squat switch.
>
> Tim Olson - RV-10 N104CD
>
>
> Werner Schneider wrote:
>
>>
>> Sorry Michael,
>>
>> I should have been more precise so looked it up again in the manual:
>> "Holding down the FUNC key and pressing the ON key provides access to
>> the configuration pages. The FUNC key sequences forwrad through the
>> configuration pages. The START/STOP key reverses through the pages,
>> stopping at the Menu page. The CRSR key highlights selectable fields
>> on each page. When a field is highlighted the 0-9 keys enter numeric
>> data and the 8 or 9 keys move through list selections. Press the CRSR
>> key to accept changes. When a field is highlighted, pressing the FUNC
>> key moves to the next configuration page without saving the changes."
>>
>> And don't forget, that you will need to wire a SQUAT switch for
>> ground/air operation for the 330.
>>
>> Werner
>>
>> Werner Schneider wrote:
>>
>>>
>>> Hi Michael,
>>>
>>> be aware, that you do the right procedure to SAVE that new code at
>>> the end. Mine has 7000 and it stays 7000 ;o)
>>>
>>> Werner
>>>
>>> Michael Wellenzohn wrote:
>>>
>>>> <rv-10@wellenzohn.net>
>>>>
>>>> Hi there,
>>>> I tried to change the VFR code from 1200 (preset by default) to
>>>> 7000 as we have it here in Europe per instructions from the
>>>> installation manual. For some reason after a power cycle the VFR
>>>> code is back at 1200.
>>>> Did anyone else experience the same issue?
>>>>
>>>> Michael
>>>>
>>>> --------
>>>> RV-10 builder (engine, prop, finishing)
>>>> #511
>>>>
>>>>
>>>>
>>>>
>>>> Read this topic online here:
>>>>
>>>> http://forums.matronics.com/viewtopic.php?p=245422#245422
>>>>
>>>>
>>>>
>>>>
>>>>
>>>>
>>>>
>>>>
>>>>
>>>>
>>>>
>>>>
>>>
>>>
>>>
>>
>>
>>
>
>
>
Message 15
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|
| Subject: | Re: How do you change the VFR code on the Garmin GTX 330 |
I was going to say the same thing...that the altitude can
trigger it too..you can set the climb rate. But, I think
I've found that if you have various firmware versions this
may not work right. So, it may not work for everyone without
airspeed or other switches added. But GPS should.
Tim Olson - RV-10 N104CD
do not archive
Werner Schneider wrote:
>
> David,
>
> I'm not sure that is because of the GRT, the GTX 330 has standardwise a
> function, when in climb
> exceeding 500ft/min to switch to ALT. That is configurable.
>
> br Werner
>
> David McNeill wrote:
>>
>> I did not realize it but that also occurs for a G327 hooked to a GRT
>> EFIS.
>> My backup GRT Sport outputs the encoder serial data to the G327. I
>> just turn
>> it on in standby and it automatically goes to alt on takeoff. I did
>> not plan
>> it that way.
>> -----Original Message-----
>> From: owner-rv10-list-server@matronics.com
>> [mailto:owner-rv10-list-server@matronics.com] On Behalf Of Tim Olson
>> Sent: Wednesday, May 27, 2009 6:44 AM
>> To: rv10-list@matronics.com
>> Subject: Re: RV10-List: How do you change the VFR code on the Garmin
>> GTX 330
>>
>>
>> Side note.... the GTX330 will switch to ALT mode from GND mode if you
>> have
>> it wired to a panel mount GPS. So if you're a 430/480/530 owner too, you
>> won't need a squat switch.
>>
>> Tim Olson - RV-10 N104CD
>>
>>
>>
>> Werner Schneider wrote:
>>
>>>
>>> Sorry Michael,
>>>
>>> I should have been more precise so looked it up again in the manual:
>>> "Holding down the FUNC key and pressing the ON key provides access to
>>> the configuration pages. The FUNC key sequences forwrad through the
>>> configuration pages. The START/STOP key reverses through the pages,
>>> stopping at the Menu page. The CRSR key highlights selectable fields
>>> on each page. When a field is highlighted the 0-9 keys enter numeric
>>> data and the 8 or 9 keys move through list selections. Press the CRSR
>>> key to accept changes. When a field is highlighted, pressing the FUNC
>>> key moves to the next configuration page without saving the changes."
>>>
>>> And don't forget, that you will need to wire a SQUAT switch for
>>> ground/air operation for the 330.
>>>
>>> Werner
>>>
>>> Werner Schneider wrote:
>>>
>>>>
>>>> Hi Michael,
>>>>
>>>> be aware, that you do the right procedure to SAVE that new code at
>>>> the end. Mine has 7000 and it stays 7000 ;o)
>>>>
>>>> Werner
>>>>
>>>> Michael Wellenzohn wrote:
>>>>
>>>>> <rv-10@wellenzohn.net>
>>>>>
>>>>> Hi there,
>>>>> I tried to change the VFR code from 1200 (preset by default) to
>>>>> 7000 as we have it here in Europe per instructions from the
>>>>> installation manual. For some reason after a power cycle the VFR
>>>>> code is back at 1200.
>>>>> Did anyone else experience the same issue?
>>>>>
>>>>> Michael
>>>>>
>>>>> --------
>>>>> RV-10 builder (engine, prop, finishing)
>>>>> #511
>>>>>
>>>>>
>>>>>
>>>>>
>>>>> Read this topic online here:
>>>>>
>>>>> http://forums.matronics.com/viewtopic.php?p=245422#245422
>>>>>
>>>>>
>>>>>
>>>>>
>>>>>
>>>>>
>>>>>
>>>>>
>>>>>
>>>>>
>>>>>
>>>>
>>>>
>>>>
>>>
>>>
>>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>
>
>
>
Message 16
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| Subject: | Pilot Proficiency vs RV10 'flyability' |
The TR2 was known as the widow maker in the flight instruction world. Talk
to Andy Elliott ; he owned one for years. I will provide contact info
offlist if desired.
-----Original Message-----
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Dj Merrill
Sent: Wednesday, May 27, 2009 8:29 AM
Subject: Re: RV10-List: Pilot Proficiency vs RV10 'flyability'
On 05/27/2009 09:17 AM, linn wrote:
> My AA-1B (little Grumman trainer)was my first aerobatic airplane .....
> and if I hadn't built the Pitts probably would have cut my flying time
> short and become a statistic.
Hi Linn,
Given that I'm going to look at a 1969 AA-1A this weekend, I'm curious.
Can you elaborate on that a bit?
Thanks,
-Dj
Message 17
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|
| Subject: | Re: Pilot Proficiency vs RV10 'flyability' |
On 05/27/2009 12:59 PM, David McNeill wrote:
>
> The TR2 was known as the widow maker in the flight instruction world.
Would that be the same as having a student learn in an RV-10, or are
there inherent problems with the design of the Grumman Yankee AA-1? I
had not heard of this phrase being used in conjunction with the Yankee
until now.
Thanks,
-Dj
Message 18
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| Subject: | Pilot Proficiency vs RV10 'flyability' |
Do not discount how helpful it is to just sit in your AC and work with the
avionics/EFIS's. Many hours in this type of (hanger flying) helps with the
scan and knobology. Close your eyes and reach for what you want and
practice until you can do it successfully. Garmin has a wonderful simulator
for their 900X that helps with the procedures. Do others have this
simulator too? It is time well spent.
Gary Specketer
40274 Flying
_____
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Seano
Sent: Wednesday, May 27, 2009 11:28 AM
Subject: Re: RV10-List: Pilot Proficiency vs RV10 'flyability'
I have about 4500 hours and in the last five years it has all been Citation
single pilot time. I hopped in Scott Schmidt's great RV-10 and was suprised
how behind I was in the airplane. I will be taking my time transitioning
into the slower airplane. It is funny how I thought it would have been
easier for me to fly the slower airplane. The flying part wasn't hard, it
was the systems and the scan that was the most difficult, which makes the
flying harder. I can see how you can get behind the "flying part" by trying
to figure the systems out. Hopefully I will get more transition time by the
time my RV-10 is done.(hint hint Scott).
Message 19
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|
| Subject: | Pilot Proficiency vs RV10 'flyability' |
The reputation is that it has a nasty spin that is not recoverable. I had a
AA5 and loved it but was always wary of getting to slow.
Gary Specketer
40274 Flying
-----Original Message-----
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Dj Merrill
Sent: Wednesday, May 27, 2009 1:32 PM
Subject: Re: RV10-List: Pilot Proficiency vs RV10 'flyability'
On 05/27/2009 12:59 PM, David McNeill wrote:
>
> The TR2 was known as the widow maker in the flight instruction world.
Would that be the same as having a student learn in an RV-10, or are
there inherent problems with the design of the Grumman Yankee AA-1? I
had not heard of this phrase being used in conjunction with the Yankee
until now.
Thanks,
-Dj
Message 20
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| Subject: | Re: Pilot Proficiency vs RV10 'flyability' |
On 05/27/2009 03:21 PM, gary wrote:
>
> The reputation is that it has a nasty spin that is not recoverable. I had a
> AA5 and loved it but was always wary of getting to slow.
>
Interesting! I had someone else tell me that about Piper Tomahawks,
but said the Yankee was fine. The cautions about the Yankee have been
about not overloading it, and trying to take off on a hot day with
obstacles at a short runway. It tends to like the runway more than the
other airplanes of its class from the same time frame, but it is also 10
knots faster in cruise.
-Dj
Message 21
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| Subject: | Pilot Proficiency vs RV10 'flyability' |
Perhaps Andy will reply to the list. IIRC the problem was high approach and
landing speeds and high sink rates when speeds got slower than 90 mph. My
only experience with Grumman has been AA-5. Both have castoring hose wheels
like the RVs. The AA-5 with 150HP and cruise prop was not a good climber.
-----Original Message-----
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Dj Merrill
Sent: Wednesday, May 27, 2009 11:32 AM
Subject: Re: RV10-List: Pilot Proficiency vs RV10 'flyability'
On 05/27/2009 12:59 PM, David McNeill wrote:
>
> The TR2 was known as the widow maker in the flight instruction world.
Would that be the same as having a student learn in an RV-10, or are
there inherent problems with the design of the Grumman Yankee AA-1? I had
not heard of this phrase being used in conjunction with the Yankee until
now.
Thanks,
-Dj
Message 22
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|
| Subject: | Re: Pilot Proficiency vs RV10 'flyability' |
On 05/27/2009 04:33 PM, David McNeill wrote:
>
> Perhaps Andy will reply to the list. IIRC the problem was high approach and
> landing speeds and high sink rates when speeds got slower than 90 mph. My
> only experience with Grumman has been AA-5. Both have castoring hose wheels
> like the RVs. The AA-5 with 150HP and cruise prop was not a good climber.
>
Thanks, David. My impression so far has been that the AA1 Yankee
had similar characteristics to the Glasair 1 FT that I had, but having
not yet flown one, I'm still researching as much as possible. I've put
out a query on a Grumman mailing list to see what people there might
have to say (more appropriate than on this list).
I do appreciate the input!
Thanks,
-Dj
do not archive
Message 23
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|
I talked with the Grumman guru and found the following. The worst of the lot
was an AA-1 with an O235 engine. The wing was very fast and stalled about
60kts; not the characteristics desired in a trainer. Grumman modified the
wing airfoil and came with the AA-1A, AA-1B, and AA-1C. the later models had
the modified wing that reduced the stall and many of those have now been
STCed to a O320 150 HP engine. Grumman made an four place AA-5 airframe, if
it has the 150 HP engine it is really a two place aircraft ( Traveler) and
pretty anemic. If it has the O360 180HP engine it has respectable
performance and is called the Tiger.
Message 24
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| Subject: | Re: Pilot Proficiency vs RV10 'flyability' |
A few more thoughts.
First I don't think gender has anything to
do with flying the -10. There are no physical requirements that
would make men any better or worse than women at flying this
airplane. I have found that I fly the airplane with my
fingertips. No need to grip the stick and yank it around. I
have flown with pilots who could not keep it level and I noticed they were
gripping the stick. Just not needed.
It's an
airplane with lots of power but no surprises. Stalls are announced
with plenty of feedback. Both of which make it a good honest
airplane. That doesn't mean it should not be respected.
What I have learned is the -10 reacts big time to ground affect. For
that reason take-offs result is a departure from the runway followed by a
short transition of acceleration in ground affect before climbing.
Landings when done at the correct airspeed result in some pretty sweet
touchdowns. It's not a Cessna (thank YOU!) and it should not be
flown like one.
I consider myself a low time pilot and did seek
transition training. I had never flown an RV at all prior to my
transition training. Nor had I flown behind a constant speed
prop. But I did get to the point where I am enjoying the
flying. I don't actually recall any bad experiences in my short 40
hours.
I currently have 212 total time, 40 hours
in type and 72 landings in type. While I still consider myself a low
time pilot, I consider the -10 to be the best airplane I have ever
flown. I do tend to make my patterns larger because of the
speed. But nothing compares to the ride.
Like riding a
motorcyle, treat it with respect, live long and prosper!
Thanks, Jim Combs
40192 (N312F) - Flying
Do Not
Archive
Message 25
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| Subject: | Re: How do you change the VFR code on the Garmin GTX 330 |
Thank you for all your input. I tried it out and it still didn't work. All other
fields work and stay after the power cycle. I have software version 6.0 installed.
Is there probably a setting that always resets the VFR id to factory default
that needs to be disabled?
Michael
--------
RV-10 builder (avionics, wiring)
#511
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=245625#245625
Message 26
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| Subject: | Question for the door experts (A followup observation) |
Hi
A couple of weeks ago I ran into a problem with missing / misaligned
index
holes in my left door halves. Based on Van=92s recommendation, I
=93created=94 the
front index hole by shimming the front so the front door profile was
sitting
about the same height as the rear. This worked out quite well.
Yesterday, I started assembling the left door. In this case only two of
the
window index holes matched, the rear index holes were mismatched and of
course the front index holes were completely missing. I am glad I had
already done one door as I would have been stumped as to what to do
otherwise. To a certain extent, I was very, very lucky as the alignment
between the door halves and the canopy turned out quite nicely. If the
door
halves are not aligned against the canopy correctly, you can end up
trimming
too much of the flange on the bottom the door when fitting the door
(especially if working from the top down). In my case I worked from the
bottom up and avoided trimming too much off the bottom of the door.
I also had a problem with =93gaps=94 in the seams on the first door. In
retrospect I think Van=92s plans should specify a much thicker epoxy
layer on
the bonding surfaces. I did this on the second door with a much better
result.
Anyway, these are comments from a f/g neophyte ' YMMV
Cheers
Les
#40643 ' Look ma, its snowing fiberglass
_____
From: Les Kearney [mailto:kearney@shaw.ca]
Sent: May-14-09 6:38 PM
Subject: Question for the door experts
Hi
Well today I start on my doors. First I trimmed the door opening to
about
1/8=94 from the scribe lines. Then, as per the plans, I trimmed the door
halves and drilled the index holes. Well, the first problem was that the
window index holes didn=92t align ' two were off by =BD=94. Next I
found the
forward index hole did not match the hole left open on the forward fuse
skin. TRhe door index holes is high by at least a couple of inches
compared
to the hole in the fuse skin.
Has anyone else run into this problem and if so how did you deal with
it? I
spoke to Ken Scott at Van=92s who mentioned that this was a first for
him. I
guess I am just lucky.
Cheers
Les
#40643 ' Covered in f/g dust
Message 27
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| Subject: | Re: Pilot Proficiency vs RV10 'flyability' |
On 5/27/2009 3:21 PM, gary wrote:
>
> The reputation is that it has a nasty spin that is not recoverable. I had a
> AA5 and loved it but was always wary of getting to slow.
Don't know if anyone on this list cares, but thought I'd follow up with
input I got from the Grumman list:
"The AA-1 will recover, if you apply standard spin
recover technique immediately. It only becomes dangerous after 2-3
turns. This really shouldn't be an issue, as the plane doesn't really
have any bad stall characteristics and will only spin if pushed,
however, spins are prohibited. "
"The NASA tests involved a modified Yankee forced into very
aggravated spins of more than three turns. And yes, they had to use the
spin chute (a drag chute on the tail, not anything like the BRS on the
Cirrus) to recover from a lot of those spins. However, a stock Yankee
passed all the normal and utility category spin tests for an aircraft
with a "No Intentional Spins" limitations. In those spins, the aircraft
was only put into an incipient spin -- three seconds or one full turn,
whichever was longer. If you start into a spin, and use the book
recovery procedure, it will recover promptly. But you did get the right
idea -- don't let it spin. When doing stalls/slow flight, keep the ball
centered and the nose from yawing."
More than one mentioned that with my Glasair time, the AA-1 should be
an easy transition. In the spirit of the actual topic of this thread,
yes, if I buy it I will be going up with an experienced Grumman CFI
until I feel comfortable... :-)
-Dj
Message 28
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| Subject: | Re: Grumman 2 place |
Hi!
We own a=C2- low-time 79 Tiger and love it!
Brian and Ruth Preston
----- Original Message -----
From: "David McNeill" <dlm46007@cox.net>
Sent: Wednesday, May 27, 2009 2:10:50 PM GMT -08:00 US/Canada Pacific
Subject: RV10-List: Grumman 2 place
I talked with the Grumman guru and found the following. The worst of the lo
t was an AA-1 with an O235 engine. The wing was very fast and stalled about
60kts; not the characteristics desired in a trainer. Grumman modified the
wing airfoil and came with the AA-1A, AA-1B, and AA-1C. the later models ha
d the modified wing that reduced the stall and many of those have now been
STCed to a O320 150 HP engine.=C2- Grumman made an four place AA-5 airfra
me, if it has the 150 HP engine it is really a two place aircraft ( Travele
r) and pretty anemic. If it has the O360 180HP engine it has respectable pe
======================
==
Message 29
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| Subject: | UMPCs for the cockpit |
For the technophiles out there, I am about to lay down some cold cash
for a Viliv S5. It will be used as a backup GPS and flight planning
system in the cockpit. Anyone have any experience with these devices??
(Note that they also come in a 32G SSD version)
http://jkontherun.com/2009/04/18/viliv-s5-review/
Cheers,
Ron
VH-XRM
Do not archive
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The information contained in this email and any attached files is
confidential to BAE Systems Australia. If you are not the intended
recipient, any use, disclosure or copying of this email or any
attachments is expressly prohibited. If you have received this email
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taken to ensure this email and its attachments are virus free,
however, any loss or damage incurred in using this email is not the
sender's responsibility. It is your responsibility to ensure virus
checks are completed before installing any data sent in this email to
your computer."
Message 30
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| Subject: | Re: How do you change the VFR code on the Garmin GTX 330 |
Can you post the *exact* button sequence you're pushing? I still suspect you're
forgetting to move the cursor away from the field before moving away from that
setting..
--------
RV-7A
N777TY
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=245641#245641
Message 31
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Does anybody have a list of items that have to be "specially accounted
for" in a 28V RV-10 (ie. Flaps, boost pump, trims, etc.)?
do not archive
Jesse Saint
Saint Aviation, Inc.
jesse@saintaviation.com
Cell: 352-427-0285
Fax: 815-377-3694
Message 32
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| Subject: | Question for the door experts (A followup observation) |
Les,
I too ended up with some gaps in the seams of my first door, especially
around the window openings. I ended up squeezing more epoxy into the
gaps
as much as practical. The doors are still very solidly glued together
but I
was worried about moisture getting into the gaps over time. The thing
that
got me the most was that the amount of lip left before trimming the
window
opening is somewhat misleading. You don=92t realize how far in you end
up
trimming the window opening. It does seem like you cut out darn near
all
the glued surface. The second one I used about 30% more of the epoxy
layer
when gluing the halves together and spread it out wider on the contact
surfaces. That one came out much better.
I ended up inadvertently cutting off one of the alignment tabs (the
front
one I think) on one of my doors. I got a little wild with the cutoff
tool
when doing the initial trimming. It worked out OK cause I only did it
to
one of the halves. I don=92t think that any of my window holes actually
lined
up... maybe one.
-Ben Westfall
#40579 ' metal glaze is great!
_____
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Les Kearney
Sent: Wednesday, May 27, 2009 5:39 PM
Subject: RV10-List: Question for the door experts (A followup
observation)
Hi
A couple of weeks ago I ran into a problem with missing / misaligned
index
holes in my left door halves. Based on Van=92s recommendation, I
=93created=94 the
front index hole by shimming the front so the front door profile was
sitting
about the same height as the rear. This worked out quite well.
Yesterday, I started assembling the left door. In this case only two of
the
window index holes matched, the rear index holes were mismatched and of
course the front index holes were completely missing. I am glad I had
already done one door as I would have been stumped as to what to do
otherwise. To a certain extent, I was very, very lucky as the alignment
between the door halves and the canopy turned out quite nicely. If the
door
halves are not aligned against the canopy correctly, you can end up
trimming
too much of the flange on the bottom the door when fitting the door
(especially if working from the top down). In my case I worked from the
bottom up and avoided trimming too much off the bottom of the door.
I also had a problem with =93gaps=94 in the seams on the first door. In
retrospect I think Van=92s plans should specify a much thicker epoxy
layer on
the bonding surfaces. I did this on the second door with a much better
result.
Anyway, these are comments from a f/g neophyte ' YMMV
Cheers
Les
#40643 ' Look ma, its snowing fiberglass
_____
From: Les Kearney [mailto:kearney@shaw.ca]
Sent: May-14-09 6:38 PM
Subject: Question for the door experts
Hi
Well today I start on my doors. First I trimmed the door opening to
about
1/8=94 from the scribe lines. Then, as per the plans, I trimmed the door
halves and drilled the index holes. Well, the first problem was that the
window index holes didn=92t align ' two were off by =BD=94. Next I
found the
forward index hole did not match the hole left open on the forward fuse
skin. TRhe door index holes is high by at least a couple of inches
compared
to the hole in the fuse skin.
Has anyone else run into this problem and if so how did you deal with
it? I
spoke to Ken Scott at Van=92s who mentioned that this was a first for
him. I
guess I am just lucky.
Cheers
Les
#40643 ' Covered in f/g dust
__________ Information from ESET NOD32 Antivirus, version of virus
signature
database 4109 (20090527) __________
The message was checked by ESET NOD32 Antivirus.
Message 33
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| Subject: | Question for the door experts (A followup observation) |
Ben
A small 10cc hypodermic works well to push thickened epoxy into gaps. I
went
to the local pharmacy and bought a few along with a few #20 bore needles
(I
haven=92t tried them yet). The pharmacist didn=92t bat an eye when I
explained
what I wanted them for.
Cheers
Les
_____
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Ben Westfall
Sent: May-27-09 8:46 PM
Subject: RE: RV10-List: Question for the door experts (A followup
observation)
Les,
I too ended up with some gaps in the seams of my first door, especially
around the window openings. I ended up squeezing more epoxy into the
gaps
as much as practical. The doors are still very solidly glued together
but I
was worried about moisture getting into the gaps over time. The thing
that
got me the most was that the amount of lip left before trimming the
window
opening is somewhat misleading. You don=92t realize how far in you end
up
trimming the window opening. It does seem like you cut out darn near
all
the glued surface. The second one I used about 30% more of the epoxy
layer
when gluing the halves together and spread it out wider on the contact
surfaces. That one came out much better.
I ended up inadvertently cutting off one of the alignment tabs (the
front
one I think) on one of my doors. I got a little wild with the cutoff
tool
when doing the initial trimming. It worked out OK cause I only did it
to
one of the halves. I don=92t think that any of my window holes actually
lined
up... maybe one.
-Ben Westfall
#40579 ' metal glaze is great!
_____
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Les Kearney
Sent: Wednesday, May 27, 2009 5:39 PM
Subject: RV10-List: Question for the door experts (A followup
observation)
Hi
A couple of weeks ago I ran into a problem with missing / misaligned
index
holes in my left door halves. Based on Van=92s recommendation, I
=93created=94 the
front index hole by shimming the front so the front door profile was
sitting
about the same height as the rear. This worked out quite well.
Yesterday, I started assembling the left door. In this case only two of
the
window index holes matched, the rear index holes were mismatched and of
course the front index holes were completely missing. I am glad I had
already done one door as I would have been stumped as to what to do
otherwise. To a certain extent, I was very, very lucky as the alignment
between the door halves and the canopy turned out quite nicely. If the
door
halves are not aligned against the canopy correctly, you can end up
trimming
too much of the flange on the bottom the door when fitting the door
(especially if working from the top down). In my case I worked from the
bottom up and avoided trimming too much off the bottom of the door.
I also had a problem with =93gaps=94 in the seams on the first door. In
retrospect I think Van=92s plans should specify a much thicker epoxy
layer on
the bonding surfaces. I did this on the second door with a much better
result.
Anyway, these are comments from a f/g neophyte ' YMMV
Cheers
Les
#40643 ' Look ma, its snowing fiberglass
_____
From: Les Kearney [mailto:kearney@shaw.ca]
Sent: May-14-09 6:38 PM
Subject: Question for the door experts
Hi
Well today I start on my doors. First I trimmed the door opening to
about
1/8=94 from the scribe lines. Then, as per the plans, I trimmed the door
halves and drilled the index holes. Well, the first problem was that the
window index holes didn=92t align ' two were off by =BD=94. Next I
found the
forward index hole did not match the hole left open on the forward fuse
skin. TRhe door index holes is high by at least a couple of inches
compared
to the hole in the fuse skin.
Has anyone else run into this problem and if so how did you deal with
it? I
spoke to Ken Scott at Van=92s who mentioned that this was a first for
him. I
guess I am just lucky.
Cheers
Les
#40643 ' Covered in f/g dust
http://www.matronics.com/Navigator?RV10-List
http://forums.matronics.com
http://www.matronics.com/contribution
Message 34
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| Subject: | trimming cabin cover door openings |
Saying it looks like a drunk monkey made the scribe lines on my cabin cover
is probably unfair to drunk monkeys. At least I have options: at times I
have 2 or 3 scribe lines to choose from in a particular area, and in other
places I get to create my own line.
Joking aside, I'm contemplating whether to trim to the lines around the door
openings now or wait until I'm fitting the doors. I need to trim at least
part of the way around the cabin attachment screw holes to get a countersink
in there. I heard at least one person say they overtimmed in this area by
following the lines, hence my hesitation doing it now. Anyone have a
recommendation?
Thanks...
-Rob
Message 35
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| Subject: | First Flights was Pilot Proficiency vs RV10 'flyability' |
Hi
This thread and the various perspectives are interesting to say the least.
I'd like to add a twist related to first flights especially given all the
newly minted -10s that have been taking off of late.
When the time comes to take my -10 up, I will be current in my PA28 and will
also have taken transition training. That being said, the first flight
really seems to me to be a flight into the unknown. Sure everything will
have been quadruple checked but then again, sometimes s**t does happen. At
that point experience will count for everything. Although I have a 1000+
hours in my Cherokee, I have never had an off field landing (touch wood) or
a serious emergency.
That being said, my plan was to get a pilot experienced in initial flights
to do the first test flight. What happens if something goes seriously wrong
on the initial flight? Are we builders, especially after reduced flying
hours due to building, really the best people to fly the initial flight?
Even factory built a/c are test flown by skilled *test* pilots for the first
time. Just food for thought.....
Cheers
Les
#40643 KOSH 20xx or bust
Message 36
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| Subject: | trimming cabin cover door openings |
Rob
I had exactly the same concern; in fact I called Van=92s about the size
of the
gap between the door and the lower door flange on the canopy.
Initially, when drilling the screw holes, I cut notches in the canopy
cover
to allow access with a drill. I clecoed the holes from the back site and
haven=92t final drilled / countersunk the holes yet. The cleco tips
don=92t
interfere with the doors so this is not an issue. The attached pix is
not
great, but you can see where I cut notches for the clecoes. Later I
inserted
the clecoes from under the door sill.
Prior to fitting the doors, I cut to about =BC=94 of the scribe lines. I
was
concerned about the apparent gap between the door and canopy when I was
setting up the doors for gluing. What I found was that this gap all but
disappeared (except for the lower flange) when the doors were cut to fit
flush with the fuse / canopy door opening. I ended up cutting back to
and in
some places past the scribe lines. I was really surprised at how much
the
gap decreased. The place to be careful is the lower door flange. If you
trim
this to the scribe line, you may find the gap to be much larger than you
desire (depending on what you are using for weather seal.
Understanding your concern, I would cut the canopy back so the inner
door
half sits easily in the door opening without making contact with the
canopy
flange. After gluing the door, be prepared to trim back further as
required
when fitting the door to flit flush in the opening. It is more work but
less
stress.
Cheers
Les
#40643 ' A friend of drunk monkeys
_____
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Rob Kochman
Sent: May-27-09 10:09 PM
Subject: RV10-List: trimming cabin cover door openings
Saying it looks like a drunk monkey made the scribe lines on my cabin
cover
is probably unfair to drunk monkeys. At least I have options: at times
I
have 2 or 3 scribe lines to choose from in a particular area, and in
other
places I get to create my own line.
Joking aside, I'm contemplating whether to trim to the lines around the
door
openings now or wait until I'm fitting the doors. I need to trim at
least
part of the way around the cabin attachment screw holes to get a
countersink
in there. I heard at least one person say they overtimmed in this area
by
following the lines, hence my hesitation doing it now. Anyone have a
recommendation?
Thanks...
-Rob
Message 37
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|
| Subject: | Re: How do you change the VFR code on the Garmin GTX 330 |
Hi Tim,
does your GTX330, due to the serial GPS Info, output your flight path
vector in order to provide TCAS user with vector information? (some kind
of enhanced surveillance mode)
Werner
Tim Olson wrote:
>
>
> My GNS480 is wired to the GTX330 via Serial. I'm not sure what
> you mean about vector info though. For traffic I do get the
> vector info.
>
> Tim Olson - RV-10 N104CD
>
>
> Werner Schneider wrote:
>>
>> That is true Tim,
>>
>> did you wire that via ARINC or serial? Does your GTX330 then also
>> provide vector info?
>>
>> Werner
>>
>> Tim Olson wrote:
>>>
>>> Side note.... the GTX330 will switch to ALT mode from GND mode
>>> if you have it wired to a panel mount GPS. So if you're a 430/480/530
>>> owner too, you won't need a squat switch.
>>>
>>> Tim Olson - RV-10 N104CD
>>>
>>>
>>>
>>> Werner Schneider wrote:
>>>>
>>>> Sorry Michael,
>>>>
>>>> I should have been more precise so looked it up again in the manual:
>>>> "Holding down the FUNC key and pressing the ON key provides access
>>>> to the configuration pages. The FUNC key sequences forwrad through
>>>> the configuration pages. The START/STOP key reverses through the
>>>> pages, stopping at the Menu page. The CRSR key highlights
>>>> selectable fields on each page. When a field is highlighted the 0-9
>>>> keys enter numeric data and the 8 or 9 keys move through list
>>>> selections. Press the CRSR key to accept changes. When a field is
>>>> highlighted, pressing the FUNC key moves to the next configuration
>>>> page without saving the changes."
>>>>
>>>> And don't forget, that you will need to wire a SQUAT switch for
>>>> ground/air operation for the 330.
>>>>
>>>> Werner
>>>>
>>>> Werner Schneider wrote:
>>>>>
>>>>> Hi Michael,
>>>>>
>>>>> be aware, that you do the right procedure to SAVE that new code at
>>>>> the end. Mine has 7000 and it stays 7000 ;o)
>>>>>
>>>>> Werner
>>>>>
>>>>> Michael Wellenzohn wrote:
>>>>>> <rv-10@wellenzohn.net>
>>>>>>
>>>>>> Hi there,
>>>>>> I tried to change the VFR code from 1200 (preset by default) to
>>>>>> 7000 as we have it here in Europe per instructions from the
>>>>>> installation manual. For some reason after a power cycle the VFR
>>>>>> code is back at 1200.
>>>>>> Did anyone else experience the same issue?
>>>>>>
>>>>>> Michael
>>>>>>
>>>>>> --------
>>>>>> RV-10 builder (engine, prop, finishing)
>>>>>> #511
>>>>>>
>>>>>>
>>>>>>
>>>>>>
>>>>>> Read this topic online here:
>>>>>>
>>>>>> http://forums.matronics.com/viewtopic.php?p=245422#245422
>>>>>>
>>>>>>
>>>>>>
>>>>>>
>>>>>>
>>>>>>
>>>>>>
>>>>>>
>>>>>>
>>>>>>
>>>>>>
>>>>>
>>>>>
>>>>>
>>>>>
>>>>
>>>>
>>>>
>>>>
>>>
>>>
>>>
>>>
>>
>>
>>
>>
>
>
Message 38
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| Subject: | Re: UMPCs for the cockpit |
Hi Ron,
power sounds al right however for a 4.8" screen 1024x600 is (out of my
view) to high of a resolution, the harddisk will longterm not last in a
cockpit environment you're better off with a SSD. What I'm missing
totally is how many nits the screen has as most of this gadgets are a
bit short in brightness. I'm currently working on my own hardware, intel
Atom 1.6Gig board with a 750nits Optrex 6.4" (640x480) screen where the
touchscreen will reduce that by around 100 nits.
Cheers to "Downunder"
Werner
McGANN, Ron wrote:
>
> For the technophiles out there, I am about to lay down some cold cash
> for a Viliv S5. It will be used as a backup GPS and flight planning
> system in the cockpit. Anyone have any experience with these
> devices?? (Note that they also come in a 32G SSD version)
>
>
>
> http://jkontherun.com/2009/04/18/viliv-s5-review/
>
>
>
>
>
>
>
> Cheers,
>
> Ron
>
> VH-XRM
>
>
>
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