---------------------------------------------------------- RV10-List Digest Archive --- Total Messages Posted Wed 05/27/09: 38 ---------------------------------------------------------- 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 _____________________________________ Time: 12:02:33 AM PST US From: Werner Schneider Subject: Re: RV10-List: 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: >> >> >> 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 _____________________________________ Time: 04:50:33 AM PST US From: Jesse Saint Subject: Re: RV10-List: 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 _____________________________________ Time: 05:34:33 AM PST US From: building_partner@yahoo.com Subject: Re: RV10-List: 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 wrote: From: richard sipp 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 _____________________________________ Time: 06:22:22 AM PST US From: linn Subject: Re: RV10-List: 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 _____________________________________ Time: 06:47:29 AM PST US From: Tim Olson 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: >>> >>> >>> 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 _____________________________________ Time: 06:56:20 AM PST US From: Tim Olson Subject: Re: RV10-List: 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 _____________________________________ Time: 07:15:21 AM PST US From: "David McNeill" Subject: RE: RV10-List: 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: >>> >>> >>> 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 _____________________________________ Time: 07:46:46 AM PST US From: Werner Schneider Subject: Re: RV10-List: 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: >>>> >>>> >>>> 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 _____________________________________ Time: 07:47:40 AM PST US From: Werner Schneider 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: >>> >>>> >>>> >>>> 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 ____________________________________ Time: 08:30:18 AM PST US Subject: Re: RV10-List: Pilot Proficiency vs RV10 'flyability' From: Dj Merrill 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 ____________________________________ Time: 08:30:52 AM PST US From: Bill DeRouchey Subject: Re: RV10-List: 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 wrote: From: Tim Olson 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 ____________________________________ Time: 09:32:00 AM PST US From: "Seano" 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 13 ____________________________________ Time: 09:54:04 AM PST US From: Tim Olson Subject: Re: RV10-List: 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: >>>>> >>>>> >>>>> 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 ____________________________________ Time: 09:56:16 AM PST US From: "David McNeill" Subject: RE: RV10-List: 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: >>> >>>> >>>> >>>> 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 ____________________________________ Time: 09:56:17 AM PST US From: Tim Olson Subject: Re: RV10-List: 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: >>>> >>>>> >>>>> >>>>> 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 ____________________________________ Time: 10:02:42 AM PST US From: "David McNeill" Subject: RE: RV10-List: 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 ____________________________________ Time: 11:35:48 AM PST US Subject: Re: RV10-List: Pilot Proficiency vs RV10 'flyability' From: Dj Merrill 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 ____________________________________ Time: 12:20:48 PM PST US From: "gary" Subject: RE: RV10-List: 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 ____________________________________ Time: 12:22:23 PM PST US From: "gary" Subject: RE: RV10-List: 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 ____________________________________ Time: 12:39:12 PM PST US Subject: Re: RV10-List: Pilot Proficiency vs RV10 'flyability' From: Dj Merrill 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 ____________________________________ Time: 01:36:19 PM PST US From: "David McNeill" Subject: RE: RV10-List: 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 ____________________________________ Time: 01:59:21 PM PST US Subject: Re: RV10-List: Pilot Proficiency vs RV10 'flyability' From: Dj Merrill 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 ____________________________________ Time: 02:12:40 PM PST US From: "David McNeill" Subject: RV10-List: Grumman 2 place 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 ____________________________________ Time: 03:01:22 PM PST US Subject: Re: RV10-List: Pilot Proficiency vs RV10 'flyability' From: jim@CombsFive.Com 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 ____________________________________ Time: 03:04:57 PM PST US Subject: RV10-List: Re: How do you change the VFR code on the Garmin GTX 330 From: "Michael Wellenzohn" 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 ____________________________________ Time: 05:43:38 PM PST US From: "Les Kearney" 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 ________________________________ Message 27 ____________________________________ Time: 06:00:13 PM PST US Subject: Re: RV10-List: Pilot Proficiency vs RV10 'flyability' From: Dj Merrill 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 ____________________________________ Time: 06:34:11 PM PST US From: cloudvalley@comcast.net Subject: Re: RV10-List: Grumman 2 place Hi! We own a=C2- low-time 79 Tiger and love it! Brian and Ruth Preston ----- Original Message ----- From: "David McNeill" 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 ____________________________________ Time: 06:46:03 PM PST US Subject: RV10-List: UMPCs for the cockpit From: "McGANN, Ron" 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 "Warning: 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 in error, please notify us immediately. VIRUS: Every care has been 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 ____________________________________ Time: 06:46:56 PM PST US Subject: RV10-List: Re: How do you change the VFR code on the Garmin GTX 330 From: "N777TY" 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 ____________________________________ Time: 07:25:32 PM PST US From: Jesse Saint Subject: RV10-List: 28V System 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 ____________________________________ Time: 07:50:05 PM PST US From: "Ben Westfall" 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 __________ Information from ESET NOD32 Antivirus, version of virus signature database 4109 (20090527) __________ The message was checked by ESET NOD32 Antivirus. ________________________________ Message 33 ____________________________________ Time: 08:40:43 PM PST US From: "Les Kearney" Subject: RE: RV10-List: 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 ____________________________________ Time: 09:10:15 PM PST US Subject: RV10-List: trimming cabin cover door openings From: Rob Kochman 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 ____________________________________ Time: 09:23:16 PM PST US From: "Les Kearney" Subject: RV10-List: 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 ____________________________________ Time: 09:54:44 PM PST US From: "Les Kearney" Subject: RE: RV10-List: 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 ____________________________________ Time: 10:49:07 PM PST US From: Werner Schneider Subject: Re: RV10-List: 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: >>>>>> >>>>>> >>>>>> 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 ____________________________________ Time: 11:49:01 PM PST US From: Werner Schneider Subject: Re: RV10-List: 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 > > > > Do not archive > > "Warning: > 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 > in error, please notify us immediately. VIRUS: Every care has been > 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." > > > * > > > * ------------------------------------------------------------------------------------- Other Matronics Email List Services ------------------------------------------------------------------------------------- Post A New Message rv10-list@matronics.com UN/SUBSCRIBE http://www.matronics.com/subscription List FAQ http://www.matronics.com/FAQ/RV10-List.htm Web Forum Interface To Lists http://forums.matronics.com Matronics List Wiki http://wiki.matronics.com Full Archive Search Engine http://www.matronics.com/search 7-Day List Browse http://www.matronics.com/browse/rv10-list Browse Digests http://www.matronics.com/digest/rv10-list Browse Other Lists http://www.matronics.com/browse Live Online Chat! http://www.matronics.com/chat Archive Downloading http://www.matronics.com/archives Photo Share http://www.matronics.com/photoshare Other Email Lists http://www.matronics.com/emaillists Contributions http://www.matronics.com/contribution ------------------------------------------------------------------------------------- These Email List Services are sponsored solely by Matronics and through the generous Contributions of its members.