Today's Message Index:
----------------------
1. 12:39 AM - Re: Garmin G3X (Robin Marks)
2. 03:14 AM - Re: Re: QB Fuselage Question (Michael Kraus)
3. 03:54 AM - Re: Engine mount boos nuts and washers (Jesse Saint)
4. 05:11 AM - Re: AFM RPM Transducer on Magnet or LSI? (William Curtis)
5. 05:19 AM - Re: Garmin G3X (David McNeill)
6. 07:15 AM - Re: Garmin G3X (Rene Felker)
7. 07:43 AM - High EGT on #2 Cylinder (tgesele@optonline.net)
8. 07:43 AM - Re: Re: BPE IO-540, VS LS-2 (Thane States)
9. 08:12 AM - Re: High EGT on #2 Cylinder (Tim Olson)
10. 08:12 AM - Re: Garmin G3X (Kelly McMullen)
11. 08:13 AM - Re: Re: BPE IO-540, VS LS-2 (Kelly McMullen)
12. 08:15 AM - Re: High EGT on #2 Cylinder (Rick Sked)
13. 08:15 AM - Re: High EGT on #2 Cylinder (Rick Sked)
14. 08:40 AM - Re: AFM RPM Transducer on Magnet or LSI? (orchidman)
15. 08:41 AM - Re: High EGT on #2 Cylinder (AirMike)
16. 08:42 AM - Re: AFM RPM Transducer on Magnet or LSI? (Jim)
17. 08:55 AM - Lycoming Torque Values.pdf (Jesse Saint)
18. 08:56 AM - Re: Garmin G3X (William Curtis)
19. 09:20 AM - Re: High EGT on #2 Cylinder (Carl Froehlich)
20. 09:25 AM - More QB questions (Kelly McMullen)
21. 09:27 AM - Re: Re: AFM RPM Transducer on Magnet or LSI? (William Curtis)
22. 09:47 AM - Re: More QB questions (Jesse Saint)
23. 09:47 AM - Re: More QB questions (Perry, Phil)
24. 11:39 AM - Re: Garmin G3X (William Curtis)
25. 03:10 PM - Re: High EGT on #2 Cylinder (John Cox)
26. 04:12 PM - Re: AFM RPM Transducer on Magnet or LSI? (orchidman)
27. 04:42 PM - Re: Lycoming Torque Values.pdf (John Gonzalez)
28. 04:52 PM - Re: Engine mount boos nuts and washers (John Gonzalez)
29. 05:21 PM - Re: AFM RPM Transducer on Magnet or LSI? (Jim)
30. 06:11 PM - Re: AFM RPM Transducer on Magnet or LSI? (ricksked@embarqmail.com)
31. 06:11 PM - Re: Garmin G3X (Seano)
32. 06:23 PM - Re: Re: AFM RPM Transducer on Magnet or LSI? (William Curtis)
33. 07:21 PM - Re: AFM RPM Transducer on Magnet or LSI? (Jim)
34. 07:40 PM - Re: AFM RPM Transducer on Magnet or LSI? (Kelly McMullen)
35. 09:13 PM - G900X System Update (Robin Marks)
36. 11:51 PM - Re: AFM RPM Transducer on Magnet or LSI? (Jeff Carpenter)
Message 1
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Well the one thing you can say about Garmin support is that when they
don't know something they tell you....Often.
Again there are very few people qualified at Garmin to explain serious
lacking & confusing documentation. One has to call before Kansas closes
to get support for these systems. I assume the field service reps
outside corporate are there to expedite hardware exchanges or the like.
It's not just me I am working with a technically skilled aircraft
mechanic who keeps asking me "why do they do it that way?".
As to the G3X I am fairly sure the GTS 800 will work. Ca-Ching. But nice
to have the option for sure. I plan to install it on our G900.
I also assume that the VFR WAAS GPS is for liability reasons (targeting
the LSA market etc...) as well as leaving the proud owner the ability to
Option Up to IFR certified by adding a 430W. Geeee, remind who makes
430W's again? Ok, I can live with that, I have to have a nice nav/comm
anyway.
If Garmin would only came out with some plug & play package;
pre-assembled harnesses between their devices or to a common hub so even
the electrically challenged could build up a system this would be a
sweet package. That is until you try to update the system software.
Teehee.
Robin
-----Original Message-----
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Strasnuts
Sent: Thursday, October 15, 2009 9:56 PM
Subject: RV10-List: Garmin G3X
I have been looking at the G3X now since I have gone through every other
avionics option. I called Garmin about some questions I had about the
system. They really didn't have anything to tell me or know anything to
tell me. I was transferred four times until I had a field technician
who "knew" the G3X system. I asked him if the GTS 800 TCAS would work
with the G3x. He didn't know. I would think that it would work with it
since most of Garmin's stuff seems to interface well with each other. I
also asked him if the VFR WAAS internal GPS will ever be certified IFR
and he said,"no it won't be." I thought that was weird but I guess you
just have to drive it with a 430 or 530 to be IFR certified. Also I
asked him which fuel transducer it uses since I already bought the red
cube but again he didn't know. I suppose it would be the same as the
G900X that Robin already CLEARLY stated. Maybe someone on the Matronics
knows more. Anyone?
--------
Cust. #40936
RV-10 SB Fuselage
N801VR reserved
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=268183#268183
Checked by AVG - www.avg.com
10/15/09 20:39:00
Message 2
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| Subject: | Re: QB Fuselage Question |
We removed the mounts on my buddies -10. Cleaned, primed, and
insulated under the floors. Yes the holes were hard to get back lined
up, but you can do it. It isn't nearly as hard as the fiberglass you
will soon find.....
Sent from my iPhone
On Oct 15, 2009, at 11:14 PM, Kelly McMullen <kellym@aviating.com>
wrote:
>
> What good kit hasn't been assembled and disassembled at least 4
> times? Somehow, half dozen screws and temporary pop rivets aren't a
> big deal to be able to install some good insulation down there, to
> help keep cabin noise tolerable.
>
> johngoodman wrote:
>> >
>> You paid a lot for the QB. If you are really terrified of what you
>> might find under the front floors, buy a fiber optic scope and
>> look. There are lightening holes behind every space located at the
>> aft end under the seats.
>> Vacuum hoses and magnets also work well.
>> John
>> --------
>> #40572 QB Fuselage, wings finished. Finish Kit progressing. Engine
>> & Panel delivery soon.
>> N711JG reserved
>> Read this topic online here:
>> http://forums.matronics.com/viewtopic.php?p=268168#268168
>
>
Message 3
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| Subject: | Re: Engine mount boos nuts and washers |
You are correct on the number & size. The engine should have a bag of
hardware for that. The nut usually has one flat (like a washer) side
and the other side is a little rounded at the corner of the flats.
The flat side goes against the lock washer. The order is flat washer,
internal tooth lock washer, nut with flat side in. I have the torque
values at the shop. Give me a call later this morning & I'll look
them up for you.
Jesse Saint
Saint Aviation
jesse@saintaviation.com
352-427-0285
Sent from my iPhone
On Oct 15, 2009, at 11:18 PM, John Gonzalez <indigoonlatigo@msn.com>
wrote:
> I am ready to lift the engine out of the box with my new engine hoist.
>
> I don't seem to find anywhere in the documentation with the engine
> or the FWF that discusses attaching the mount bosses to the engine
> case. I presume the correct sized 16 nuts, 16 flat washers and 16
> internal tooth lock washers located with the air carburator unit are
> for this purpose.
>
> What I would also like to know is these nuts have a raised circular
> portion on one side. I presume that this raised side goes against
> the serrated washer so that it engages serrations of the lock
> washer. But then again, this leaves less surface area of the nut on
> the lock washer perimeter which then would ordinarily push down on
> the other washer? What is the correct direction?
>
> Seems like a pretty important item to not have any mention of in the
> documantation??
>
> Thanks,
>
> John G
>
>
Message 4
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| Subject: | Re: AFM RPM Transducer on Magnet or LSI? |
Even though AFS has a provision electronic ignition tach, the harness that
come with the AFS does NOT include a pin or wire for for it. You have to
add this additional wire if you want RPM indication from the electronic
ignition on the AFS. Did you add this additional wire from the LS input
connector pin 6 to the AFS EM harness pin 33?
See page 4:
http://wcurtis.nerv10.com/90Electrical/RV10WireBookAll.pdf
William
http://wcurtis.nerv10.com/
On Thu, Oct 15, 2009 at 9:33 PM, Don McDonald <building_partner@yahoo.com>wrote:
> Jim, I tried everything to get my Lightspeed to talk to my AFS.... with
> no success. Robs people were great, but still nothing. I have a backup
> Vans tach that I had to hook up using the cable and such out of the back of
> the motor. What did you do to get it to work. Gotta be specific here...
> Not at the hanger, so I can't cite pin numbers... hopefully you can...
> Sure would be nice to get it to work,
>
> --- On *Thu, 10/15/09, Jim <jim@combsfive.com>* wrote:
>
>
> From: Jim <jim@combsfive.com>
> Subject: Re: RV10-List: AFM RPM Transducer on Magnet or LSI?
> To: rv10-list@matronics.com
> Date: Thursday, October 15, 2009, 5:19 PM
>
> Have the same configuration Lightspeed on the left and magneto on the
> right. I wired the AFS tach to the lightspeed ignition.
>
> Jim C
>
>
Message 5
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Sounds like Garmin is becoming the King Radio of the 1970s. No customer
service and arrogant attitude; how long will the technical superiority last?
How long will they be able to buy their technically superior competitors?
-----Original Message-----
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Strasnuts
Sent: Thursday, October 15, 2009 9:56 PM
Subject: RV10-List: Garmin G3X
I have been looking at the G3X now since I have gone through every other
avionics option. I called Garmin about some questions I had about the
system. They really didn't have anything to tell me or know anything to
tell me. I was transferred four times until I had a field technician who
"knew" the G3X system. I asked him if the GTS 800 TCAS would work with the
G3x. He didn't know. I would think that it would work with it since most
of Garmin's stuff seems to interface well with each other. I also asked him
if the VFR WAAS internal GPS will ever be certified IFR and he said,"no it
won't be." I thought that was weird but I guess you just have to drive it
with a 430 or 530 to be IFR certified. Also I asked him which fuel
transducer it uses since I already bought the red cube but again he didn't
know. I suppose it would be the same as the G900X that Robin already
CLEARLY stated. Maybe someone on the Matronics knows more. Anyone?
--------
Cust. #40936
RV-10 SB Fuselage
N801VR reserved
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=268183#268183
Message 6
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Have you tried talking to Stein....or maybe the guys at Stark?
Rene' Felker
RV-10 N423CF Flying
801-721-6080
-----Original Message-----
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Strasnuts
Sent: Thursday, October 15, 2009 10:56 PM
Subject: RV10-List: Garmin G3X
I have been looking at the G3X now since I have gone through every other
avionics option. I called Garmin about some questions I had about the
system. They really didn't have anything to tell me or know anything to
tell me. I was transferred four times until I had a field technician who
"knew" the G3X system. I asked him if the GTS 800 TCAS would work with the
G3x. He didn't know. I would think that it would work with it since most
of Garmin's stuff seems to interface well with each other. I also asked him
if the VFR WAAS internal GPS will ever be certified IFR and he said,"no it
won't be." I thought that was weird but I guess you just have to drive it
with a 430 or 530 to be IFR certified. Also I asked him which fuel
transducer it uses since I already bought the red cube but again he didn't
know. I suppose it would be the same as the G900X that Robin already
CLEARLY stated. Maybe someone on the Matronics knows more. Anyone?
--------
Cust. #40936
RV-10 SB Fuselage
N801VR reserved
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=268183#268183
Message 7
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| Subject: | High EGT on #2 Cylinder |
During flight testing, the EGT on the #2 cylinder is running consistently higher
(~75-90 deg) than the others. I've flown the plane with / without the wheel
pants and noticed temperature jumped with them on at the same power setting. Based
on this, I'm assuming that it has something to do with the vent in the injector
port (I'm running the AFP unit) leaning the mixture in that cylinder more
than the others. Has anyone else run into this? Any suggestions on how to even
them out?
Thanks,
Tom Gesele N629RV - Phase I
Message 8
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| Subject: | Re: BPE IO-540, VS LS-2 |
Ah, primer wars, I love it. S.W wash, that ugly green stuff!!
Thane
----- Original Message -----
From: "johngoodman" <johngoodman@earthlink.net>
Sent: Thursday, October 15, 2009 10:39 PM
Subject: RV10-List: Re: BPE IO-540, VS LS-2
>
>
>> Just thought I would post some comparisons of a flight from Oshkosh this
>> year.
>> I am not trying to stir up the pot, but rather offer some very basic info
>> I got when I flew with another RV-10 this year.
>> As you all know there is a huge debate about the merits of auto
>> conversions, vs. standard power plants.
>> FACTS:
>
>
> Since you ARE stirring up the pot, which primer did you use?
>
> John
>
> --------
> #40572 QB Fuselage, wings finished. Finish Kit progressing. Engine &
> Panel delivery soon.
> N711JG reserved
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=268164#268164
>
>
>
Message 9
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| Subject: | Re: High EGT on #2 Cylinder |
That's what all that talk was a few weeks ago about putting a
blocking plate in front of the injector, to block the air.
This is especially a concern with the James Cowl.
Tim Olson - RV-10 N104CD
tgesele@optonline.net wrote:
> During flight testing, the EGT on the #2 cylinder is running
> consistently higher (~75-90 deg) than the others. I've flown the plane
> with / without the wheel pants and noticed temperature jumped with them
> on at the same power setting. Based on this, I'm assuming that it has
> something to do with the vent in the injector port (I'm running the AFP
> unit) leaning the mixture in that cylinder more than the others. Has
> anyone else run into this? Any suggestions on how to even them out?
> Thanks,
> Tom Gesele N629RV - Phase I
Message 10
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Somehow I don't want to sign up for more of the Garmin/Jepp gravy
train than I have to. It will be bad enough to have to feed a 430
update machine without also buying their EFIS updates as well. The
AFS, Dynon and GRT systems seem to offer more, but it is like picking
ice cream flavors.
On Thu, Oct 15, 2009 at 9:56 PM, Strasnuts <sean@braunandco.com> wrote:
>
> I have been looking at the G3X now since I have gone through every other avionics
option. I called Garmin about some questions I had about the system. They
really didn't have anything to tell me or know anything to tell me. I was transferred
four times until I had a field technician who "knew" the G3X system.
I asked him if the GTS 800 TCAS would work with the G3x. He didn't know. I would
think that it would work with it since most of Garmin's stuff seems to interface
well with each other. I also asked him if the VFR WAAS internal GPS will
ever be certified IFR and he said,"no it won't be." I thought that was weird
but I guess you just have to drive it with a 430 or 530 to be IFR certified. Also
I asked him which fuel transducer it uses since I already bought the red cube
but again he didn't know. I suppose it would be the same as the G900X that
Robin already CLEARLY stated. Maybe someone on the Matronics knows more. Anyone?
>
> --------
> Cust. #40936
> RV-10 SB Fuselage
> N801VR reserved
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=268183#268183
>
>
Message 11
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| Subject: | Re: BPE IO-540, VS LS-2 |
Primer? Who needs primer?
Aridzona refugee
;-)
do not archive
On Fri, Oct 16, 2009 at 7:13 AM, Thane States <thane2@comporium.net> wrote:
>
> Ah, primer wars, I love it. S.W wash, that ugly green stuff!!
> Thane
> ----- Original Message ----- From: "johngoodman" <johngoodman@earthlink.net>
> To: <rv10-list@matronics.com>
> Sent: Thursday, October 15, 2009 10:39 PM
> Subject: RV10-List: Re: BPE IO-540, VS LS-2
>
>
>>
>>
>>> Just thought I would post some comparisons of a flight from Oshkosh this
>>> year.
>>> I am not trying to stir up the pot, but rather offer some very basic info
>>> I got when I flew with another RV-10 this year.
>>> As you all know there is a huge debate about the merits of auto
>>> conversions, vs. standard power plants.
>>> FACTS:
>>
>>
>> Since you ARE stirring up the pot, which primer did you use?
>>
>> John
>>
>> --------
>> #40572 QB Fuselage, wings finished. Finish Kit progressing. Engine &
>> Panel delivery soon.
>> N711JG reserved
>>
>>
>>
>>
>> Read this topic online here:
>>
>> http://forums.matronics.com/viewtopic.php?p=268164#268164
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>
>
Message 12
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| Subject: | Re: High EGT on #2 Cylinder |
Are you running the front cylinder baffels at the stock size? I had to trim
mine down a little at a time, made a big difference.
----- Original Message -----
From: tgesele@optonline.net
Sent: Friday, October 16, 2009 7:10:57 AM GMT -08:00 US/Canada Pacific
Subject: RV10-List: High EGT on #2 Cylinder
During flight testing, the EGT on the #2 cylinder is running consistently h
igher (~75-90 deg)=C2-than the others. I've flown the plane with / withou
t the wheel pants and noticed temperature jumped with them on at the same p
ower setting. Based on this, I'm assuming that it has something to do with
the vent in the injector port (I'm running the AFP unit) leaning the mixtur
e in that cylinder more than the others. Has anyone else run into this?=C2
-Any suggestions on how to even them out?=C2-
Thanks,
=C2- Tom Gesele N629RV - Phase I
Message 13
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| Subject: | Re: High EGT on #2 Cylinder |
Give Don a call at Airflow, He will want some flight data (temps)=C2-on a
ll your cylinders along with answer your questions. They hold a class on ho
w to tune them I think once a year I hear is VERY good.
----- Original Message -----
From: tgesele@optonline.net
Sent: Friday, October 16, 2009 7:10:57 AM GMT -08:00 US/Canada Pacific
Subject: RV10-List: High EGT on #2 Cylinder
During flight testing, the EGT on the #2 cylinder is running consistently h
igher (~75-90 deg)=C2-than the others. I've flown the plane with / withou
t the wheel pants and noticed temperature jumped with them on at the same p
ower setting. Based on this, I'm assuming that it has something to do with
the vent in the injector port (I'm running the AFP unit) leaning the mixtur
e in that cylinder more than the others. Has anyone else run into this?=C2
-Any suggestions on how to even them out?=C2-
Thanks,
=C2- Tom Gesele N629RV - Phase I
Message 14
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| Subject: | Re: AFM RPM Transducer on Magnet or LSI? |
wcurtis(at)nerv10.com wrote:
> Even though AFS has a provision electronic ignition tach, the harness that come
with the AFS does NOT include a pin or wire for for it.? You have to add this
additional wire if you want RPM indication from the electronic ignition on
the AFS.? Did you add this additional wire from the LS input connector pin 6 to
the AFS EM harness pin 33?
> ?
> See page 4:
> http://wcurtis.nerv10.com/90Electrical/RV10WireBookAll.pdf (http://wcurtis.nerv10.com/90Electrical/RV10WireBookAll.pdf)
> ?
> ?
> William
> http://wcurtis.nerv10.com/ (http://wcurtis.nerv10.com/)
>
William,
I don't have my wiring diagram in front of me right now, but quickly looking at
your page 4, why are you trying to connect both your mag and LEI inputs? I must
be missing something.
I have a Mag on the Left and LEI on the right. My rpm readings come from my Left
Mag and I always have a reading no mater what I have selected, L, R, Both.
If the engine is turning, I have an rpm reading.
--------
Gary Blankenbiller
RV10 - # 40674
(N2GB Flying)
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=268238#268238
Message 15
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| Subject: | Re: High EGT on #2 Cylinder |
I had some wierd readings on my sensors when I started flying. If the engine is
running smoothly, my first suspicion would be to check the sensor itself. Swap
the sensor from #2 to #4 and then fly. If the high reading persisits - it is
a defective sensor. Also as the prior post said - cut down the wind dam in front.
--------
OSH '10 or Bust
Q/B Kit - phase 1
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=268239#268239
Message 16
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| Subject: | Re: AFM RPM Transducer on Magnet or LSI? |
Michael,
I will swing by the hanger today and give you more
details.
Jim C
Do Not Archive
---------------------------------------------------------------------
Jim, I tried everything to get my Lightspeed to talk to my AFS.... with
no success. Robs people were great, but still nothing.I
have a backup Vans tach that I had to hook up using the cable and such out
of the back of the motor. What did you do to get it to work.
Gotta bespecific here... Not at the hanger, so I can'tcite pin
numbers... hopefully you can... Sure would be nice to get it
to work,
--- On Thu, 10/15/09, Jim
<jim@combsfive.com> wrote:
From: Jim
<jim@combsfive.com>
Subject: Re: RV10-List: AFM RPM Transducer
on Magnet or LSI?
October 15, 2009, 5:19 PM
Have the same configuration
Lightspeed on the left and magneto on the
right. I wired the
AFS tach to the lightspeed ignition.
Jim C
Do Not
Archive
-------------------------------------------------------------------------------------------------------------------------
<rv-10@wellenzohn.net>
Hi there,
I was wondering
if you did connect the AFS RPM sensor on the magnet or the
LS
ignition, or is it even possible to wire both and choose via software
where the signal comes from.
Thanks
Michael
--------
RV-10 builder (avionics, wiring)
#511
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=268115#268115
Message 17
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| Subject: | Lycoming Torque Values.pdf |
Attached is the Torque Table from the Lycoming Direct Drive Overhaul
Manual. I don't know if Tim has this on his website already, but this
is just a scan from my manual for those who want the information.
Do not archive.
Message 18
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Or study the G3X install
manual<http://www.garmin.com/manuals/G3XElectronicFlightInstrumentationSystem_InstallManual.pdf>
?
http://www.garmin.com/manuals/G3XElectronicFlightInstrumentationSystem_InstallManual.pdf
The G3X seems to have all the required hardware ports to support the GTS
800. However, there is no way to tell if the required software is included
in the current version. Page 1-2 of the install manual may answer some
questions however.
Garmin is relying heavily on the CAN
bus<http://www.interfacebus.com/Design_Connector_CAN.html>with the
G3X. This is a pretty cool interface. It is a non
proprietary (less expensive) more flexible alternative to the ARINC 429 bus
for future avionics products. It is currently used on Airbus,
Mercedes-Benz, etc.
William
http://wcurtis.nerv10.com
On Fri, Oct 16, 2009 at 10:02 AM, Rene Felker <rene@felker.com> wrote:
>
> Have you tried talking to Stein....or maybe the guys at Stark?
>
> Rene' Felker
> RV-10 N423CF Flying
> 801-721-6080
> -----Original Message-----
> From: owner-rv10-list-server@matronics.com
> [mailto:owner-rv10-list-server@matronics.com] On Behalf Of Strasnuts
> Sent: Thursday, October 15, 2009 10:56 PM
> To: rv10-list@matronics.com
> Subject: RV10-List: Garmin G3X
>
>
> I have been looking at the G3X now since I have gone through every other
> avionics option. I called Garmin about some questions I had about the
> system. They really didn't have anything to tell me or know anything to
> tell me. I was transferred four times until I had a field technician who
> "knew" the G3X system. I asked him if the GTS 800 TCAS would work with the
> G3x. He didn't know. I would think that it would work with it since most
> of Garmin's stuff seems to interface well with each other. I also asked
> him
> if the VFR WAAS internal GPS will ever be certified IFR and he said,"no it
> won't be." I thought that was weird but I guess you just have to drive it
> with a 430 or 530 to be IFR certified. Also I asked him which fuel
> transducer it uses since I already bought the red cube but again he didn't
> know. I suppose it would be the same as the G900X that Robin already
> CLEARLY stated. Maybe someone on the Matronics knows more. Anyone?
>
> --------
> Cust. #40936
> RV-10 SB Fuselage
> N801VR reserved
>
>
Message 19
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| Subject: | High EGT on #2 Cylinder |
Remember that EGT is only a relative indication of exhaust temperature.
Since the actual reading is highly dependent on the probe and probe
location, comparing EGTs between cylinders should only be done for specific
operating aspects, such as comparing fuel flow between each cylinder as each
cylinder reaches peak. The absolute EGT readings between cylinders is only
useful for gross problems such as a cylinder not firing. More important is
the CHT readings between cylinders and where each cylinder is operating
related to peak EGT for that cylinder.
Recommend you take data (fuel flow, CHTs) on when each cylinder peaks. If
you get cylinder EGTs between 20-40 degrees ROP or LOP, then you should be
in good shape. A LOP example is the last cylinder to peak being at 20
degrees below its highest temperature with the first cylinder to peak being
40 degrees below its highest temperature.
On my 8A, #4 cylinder is always the last to peak - being about 0.1 - 0.2
gals/hr lower at peak than the first cylinder to peak but still in the 20-40
degree range. I replaced the injector (Air Flow Performance) on that
cylinder with one that is .001" smaller, but it made that cylinder peak very
early. I'll need to call AFP to see if they have another size perhaps only
.0005" smaller.
If you end up with CHTs being much different but fuel flow at EGT peaks are
about the same, then it is time to look at air damns and such.
Carl Froehlich
RV-8A (525 hrs)
RV-10 (still doing fuselage "make it pretty" fiberglass stuff)
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of
tgesele@optonline.net
Sent: Friday, October 16, 2009 10:11 AM
Subject: RV10-List: High EGT on #2 Cylinder
During flight testing, the EGT on the #2 cylinder is running consistently
higher (~75-90 deg) than the others. I've flown the plane with / without the
wheel pants and noticed temperature jumped with them on at the same power
setting. Based on this, I'm assuming that it has something to do with the
vent in the injector port (I'm running the AFP unit) leaning the mixture in
that cylinder more than the others. Has anyone else run into this? Any
suggestions on how to even them out?
Thanks,
Tom Gesele N629RV - Phase I
Message 20
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| Subject: | More QB questions |
Neither F-1033-L or F-1033-R control column mounts were trimmed per
Page 28-4 step one. Is there any reason for this step besides removing
excess weight? Are the cutouts needed for clearance with something?
Message 21
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| Subject: | Re: AFM RPM Transducer on Magnet or LSI? |
Ah, how about doing a mag check with other than your ear! --or being able to
select from which device you want RPM indication. Why would you not?
William
http://wcurtis.nerv10.com/
William,
>
> I don't have my wiring diagram in front of me right now, but quickly
> looking at your page 4, why are you trying to connect both your mag and LEI
> inputs? I must be missing something.
>
> I have a Mag on the Left and LEI on the right. My rpm readings come from
> my Left Mag and I always have a reading no mater what I have selected, L, R,
> Both. If the engine is turning, I have an rpm reading.
>
> --------
> Gary Blankenbiller
> RV10 - # 40674
> (N2GB Flying)
>
Message 22
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| Subject: | Re: More QB questions |
IIRC, with the control column base installed, that area would obstruct
the movement, and you may not even be able to install it. I think
that's an important one to remove.
do not archive
Jesse Saint
Saint Aviation, Inc.
jesse@saintaviation.com
Cell: 352-427-0285
Fax: 815-377-3694
On Oct 16, 2009, at 12:23 PM, Kelly McMullen wrote:
>
> Neither F-1033-L or F-1033-R control column mounts were trimmed per
> Page 28-4 step one. Is there any reason for this step besides removing
> excess weight? Are the cutouts needed for clearance with something?
>
>
Message 23
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| Subject: | More QB questions |
I went ahead and removed mine to trim, but I don't really think it was
required.
Phil
-----Original Message-----
From: Kelly McMullen [mailto:apilot2@gmail.com]
Sent: Friday, October 16, 2009 11:23 AM
Subject: RV10-List: More QB questions
Neither F-1033-L or F-1033-R control column mounts were trimmed per
Page 28-4 step one. Is there any reason for this step besides removing
excess weight? Are the cutouts needed for clearance with something?
Message 24
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For those that are interested in the CAN Bus, here is a great
article<http://www.aviationtoday.com/av/issue/feature/CAN-Bus-in-Aviation_31468.html>with
comparison to ARINC 429.
http://www.aviationtoday.com/av/issue/feature/CAN-Bus-in-Aviation_31468.html
Because it is also used in automobiles, economies of scale should make
CAN-buss interfaces ubiquitous on future avionics. Instead of all those
discrete wires, you only have 4 wires into any device (power, ground and
CAN). Plug this device into you passive CAN-bus "hub" and you are done with
the wiring. Can't wait.
William
http://wcurtis.nerv10.com/
On Fri, Oct 16, 2009 at 11:48 AM, William Curtis <wcurtis@nerv10.com> wrote:
> Or study the G3X install manual<http://www.garmin.com/manuals/G3XElectronicFlightInstrumentationSystem_InstallManual.pdf>
> ?
>
> http://www.garmin.com/manuals/G3XElectronicFlightInstrumentationSystem_InstallManual.pdf
>
> The G3X seems to have all the required hardware ports to support the GTS
> 800. However, there is no way to tell if the required software is included
> in the current version. Page 1-2 of the install manual may answer some
> questions however.
>
> Garmin is relying heavily on the CAN bus<http://www.interfacebus.com/Design_Connector_CAN.html>with the G3X. This is a pretty cool interface. It is a non
> proprietary (less expensive) more flexible alternative to the ARINC 429 bus
> for future avionics products. It is currently used on Airbus,
> Mercedes-Benz, etc.
>
> William
> http://wcurtis.nerv10.com
>
>
Message 25
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| Subject: | High EGT on #2 Cylinder |
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Message 26
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| Subject: | Re: AFM RPM Transducer on Magnet or LSI? |
wcurtis(at)nerv10.com wrote:
> Ah, how about doing a mag check with other than your ear! --or being able to
select from which device you want RPM indication. Why would you not?
>
> William
>
William,
I think you are missing a key point here. You mount the sender on the mag and
it detects magneto revolutions. Maybe you have a different mag but on mine the
sender mounts in the hole that the black vent plug goes in. It has nothing
to do with the fact that the mag is engaged or not engaged. Unless the mag shaft
breaks or the mag falls off the back of the engine, the main shaft of the
mag will be rotating and the sender will detect the rpm of the shaft and therefore
the engine.
In this configuration, the left mag can be on or off and the right LSI can be on
or off, as long as the mag shaft is turning, the AFS EM unit will indicate the
engine speed.
--------
Gary Blankenbiller
RV10 - # 40674
(N2GB Flying)
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=268283#268283
Message 27
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| Subject: | Lycoming Torque Values.pdf |
Thanks Jesse=2C Looks like I need to get one of these mauals=2C but until t
hen=2C thank you.
JOhn G.
> From: jesse@saintaviation.com
> Subject: RV10-List: Lycoming Torque Values.pdf
> Date: Fri=2C 16 Oct 2009 11:43:21 -0400
> To: rv10-list@matronics.com
>
> Attached is the Torque Table from the Lycoming Direct Drive Overhaul
> Manual. I don't know if Tim has this on his website already=2C but this
> is just a scan from my manual for those who want the information.
>
Message 28
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| Subject: | Engine mount boos nuts and washers |
I was refering to the ears that need to be attached to the case on the engi
ne. Each one has four bolts sticking out of the case.
Jesse gave me the values and the information.
Thanks.
From: rv10builder@verizon.net
Subject: Re: RV10-List: Engine mount boos nuts and washers
Are you talking about the engine mounted on the engine
mount? if so FF1-5.
From: John Gonzalez
Sent: Thursday=2C October 15=2C 2009 8:18 PM
Subject: RV10-List: Engine mount boos nuts and
washers
I am ready to lift the engine out of the box with my new engine
hoist.
I don't seem to find anywhere in the documentation with the engine or the
FWF that discusses attaching the mount bosses to the engine case. I presume
the
correct sized 16 nuts=2C 16 flat washers and 16 internal tooth lock washers
located with the air carburator unit are for this purpose.
What I would also like to know is these nuts have a raised circular portion
on one side. I presume that this raised side goes against the serrated wash
er so
that it engages serrations of the lock washer. But then again=2C this leave
s less
surface area of the nut on the lock washer perimeter which then would ordin
arily
push down on the other washer? What is the correct direction?
Seems like a pretty important item to not have any mention of in the
documantation??
Thanks=2C
John G
href="http://www.matronics.com/Navigator?RV10-List">http://www.matronics.
com/Navigator?RV10-List
href="http://forums.matronics.com">http://forums.matronics.com
title="http://www.matronics.com/contribution
CTRL + Click to follow link" href="http://www.matronics.com/contribution"
>http://www.matronics.com/c
Message 29
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| Subject: | Re: AFM RPM Transducer on Magnet or LSI? |
My RPM uses the supplied speed sensor from AFS in the right mag
vent. I wired the LightSpeed but use the input from the mag mounted
sensor as the primary RPM input.
The plan is to eventually
replace the mag with a P-Mag / E-Mag once the 6 cylinder version become
available. I would like to have an ignition system that does not
rely on 12V to power it once running.
Jim C
--------------------------------------------------------------------------------------------------------------------------
Jim, I tried everything to get my Lightspeed to talk to my AFS....
with no
success. Robs people were great, but still
nothing.I have a backup Vans
tach that I had to hook up
using the cable and such out of the back of the
motor. What did
you do to get it to work. Gotta bespecific here... Not
at
the hanger, so I can'tcite pin numbers... hopefully you
can... Sure
would be nice to get it to work,
--- On Thu, 10/15/09, Jim <jim@combsfive.com> wrote:
From: Jim <jim@combsfive.com>
Subject: Re:
RV10-List: AFM RPM Transducer on Magnet or LSI?
To:
rv10-list@matronics.com
Have the same configuration Lightspeed on the left and
magneto on the
right. I wired the AFS tach to the lightspeed
ignition.
Jim C
Do Not Archive
-------------------------------------------------------------------------------------------------------------------------
<rv-10@wellenzohn.net>
Hi there,
I was wondering
if you did connect the AFS RPM sensor on the magnet or the
LS
ignition, or is it even possible to wire both and choose via software
where the signal comes from.
Thanks
Michael
--------
RV-10 builder (avionics, wiring)
#511
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=268115#268115
Message 30
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| Subject: | Re: AFM RPM Transducer on Magnet or LSI? |
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TSBUcmFuc2R1Y2VyIG9uIE1hZ25ldCBvciBMU0k/DQoNCg0KDQpNeSBSUE0gdXNlcyB0aGUgc3Vw
cGxpZWQgc3BlZWQgc2Vuc29yIGZyb20gQUZTIGluIHRoZSByaWdodCBtYWcNCnZlbnQuoCBJIHdp
cmVkIHRoZSBMaWdodFNwZWVkIGJ1dCB1c2UgdGhlIGlucHV0IGZyb20gdGhlIG1hZyBtb3VudGVk
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IGFuIGlnbml0aW9uIHN5c3RlbSB0aGF0IGRvZXMgbm90DQpyZWx5IG9uIDEyViB0byBwb3dlciBp
dCBvbmNlIHJ1bm5pbmcuIA0KDQoNCkppbSBDDQotLS0tLS0tLS0tLS0tLS0tLS0tLS0tLS0tLS0t
LS0tLS0tLS0tLS0tLS0tLS0tLS0tLS0tLS0tLS0tLS0tLS0tLS0tLS0tLS0tLS0tLS0tLS0tLS0t
LS0tLS0tLS0tLS0tLS0tLS0tLS0tLS0tLS0tLS0tLS0tLS0tLQ0KDQpKaW0sIEkgdHJpZWQgZXZl
cnl0aGluZyB0byBnZXQgbXkgTGlnaHRzcGVlZCB0byB0YWxrIHRvIG15IEFGUy4uLi4NCndpdGgg
bm8NCnN1Y2Nlc3MuoCBSb2JzIHBlb3BsZSB3ZXJlIGdyZWF0LCBidXQgc3RpbGwNCm5vdGhpbmcu
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IGFuZA0KbWFnbmV0byBvbiB0aGUNCnJpZ2h0LqAgSSB3aXJlZCB0aGUgQUZTIHRhY2ggdG8gdGhl
IGxpZ2h0c3BlZWQNCmlnbml0aW9uLg0KDQpKaW0gQw0KDQpEbyBOb3QgQXJjaGl2ZQ0KDQotLS0t
LS0tLS0tLS0tLS0tLS0tLS0tLS0tLS0tLS0tLS0tLS0tLS0tLS0tLS0tLS0tLS0tLS0tLS0tLS0t
LS0tLS0tLS0tLS0tLS0tLS0tLS0tLS0tLS0tLS0tLS0tLS0tLS0tLS0tLS0tLS0tLS0tLS0tLS0t
LS0tDQotLT4gUlYxMC1MaXN0IG1lc3NhZ2UgcG9zdGVkIGJ5OiAiTWljaGFlbCBXZWxsZW56b2hu
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aWYgeW91IGRpZCBjb25uZWN0IHRoZSBBRlMgUlBNIHNlbnNvciBvbiB0aGUgbWFnbmV0IG9yIHRo
ZQ0KTFMNCmlnbml0aW9uLCBvciBpcyBpdCBldmVuIHBvc3NpYmxlIHRvIHdpcmUgYm90aCBhbmQg
Y2hvb3NlIHZpYSBzb2Z0d2FyZQ0Kd2hlcmUgdGhlIHNpZ25hbCBjb21lcyBmcm9tLg0KDQpUaGFu
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Cg0KDQoNCg0KDQoNCg0KDQoNCg0KDQoNCg0K
Message 31
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Stein called me today. What customer service, I have only bought the servos
and transducer from them so far. I will definetely be using them.
----- Original Message -----
From: "Rene Felker" <rene@felker.com>
Sent: Friday, October 16, 2009 8:02 AM
Subject: RE: RV10-List: Garmin G3X
>
> Have you tried talking to Stein....or maybe the guys at Stark?
>
> Rene' Felker
> RV-10 N423CF Flying
> 801-721-6080
> -----Original Message-----
> From: owner-rv10-list-server@matronics.com
> [mailto:owner-rv10-list-server@matronics.com] On Behalf Of Strasnuts
> Sent: Thursday, October 15, 2009 10:56 PM
> To: rv10-list@matronics.com
> Subject: RV10-List: Garmin G3X
>
>
> I have been looking at the G3X now since I have gone through every other
> avionics option. I called Garmin about some questions I had about the
> system. They really didn't have anything to tell me or know anything to
> tell me. I was transferred four times until I had a field technician who
> "knew" the G3X system. I asked him if the GTS 800 TCAS would work with
> the
> G3x. He didn't know. I would think that it would work with it since most
> of Garmin's stuff seems to interface well with each other. I also asked
> him
> if the VFR WAAS internal GPS will ever be certified IFR and he said,"no it
> won't be." I thought that was weird but I guess you just have to drive it
> with a 430 or 530 to be IFR certified. Also I asked him which fuel
> transducer it uses since I already bought the red cube but again he didn't
> know. I suppose it would be the same as the G900X that Robin already
> CLEARLY stated. Maybe someone on the Matronics knows more. Anyone?
>
> --------
> Cust. #40936
> RV-10 SB Fuselage
> N801VR reserved
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=268183#268183
>
>
>
Message 32
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|
| Subject: | Re: AFM RPM Transducer on Magnet or LSI? |
Gary,
Yup, I'm confuse by the question and think I missed your point again.
AFS provides for RPM input on PINs 16,31 & 32 with the included mag
sensor--I wired that. AFS also provide for RPM indication with Electronic
Ignition on pin 33 --so I wired that also. This gives me the option of
which device, mag or Electronic Ignition to get the RPM indicaton from.
William
http://wcurtis.nerv10.com
On Fri, Oct 16, 2009 at 7:11 PM, orchidman <gary@wingscc.com> wrote:
>
>
> wcurtis(at)nerv10.com wrote:
> > Ah, how about doing a mag check with other than your ear! --or being ab
le
> to select from which device you want RPM indication.=EF=BD Why would y
ou not?
> > =EF=BD
> > William
> >
>
> William,
> I think you are missing a key point here. You mount the sender on the ma
g
> and it detects magneto revolutions. Maybe you have a different mag but o
n
> mine the sender mounts in the hole that the black vent plug goes in. It
has
> nothing to do with the fact that the mag is engaged or not engaged. Unle
ss
> the mag shaft breaks or the mag falls off the back of the engine, the mai
n
> shaft of the mag will be rotating and the sender will detect the rpm of t
he
> shaft and therefore the engine.
> In this configuration, the left mag can be on or off and the right LSI ca
n
> be on or off, as long as the mag shaft is turning, the AFS EM unit will
> indicate the engine speed.
>
> --------
> Gary Blankenbiller
> RV10 - # 40674
> (N2GB Flying)
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=268283#268283
>
>
===========
===========
===========
===========
>
>
Message 33
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| Subject: | Re: AFM RPM Transducer on Magnet or LSI? |
Rick,
The LightSpeed will work with voltages down to 5 volts
(if I remember correctly).
I have not gone to a dual battery
system but opted for a single larger amp hour battery.
My plan
is to always keep a engine operated ignition installed just in case.
I can always go with a small 2nd battery as a backup.
Jim C
Do Not Archive
-------------------------------------------------------------------------------------------------------------------------
Just to play devil's advocate and to get an idea of what everyone
is
thinking.... I'm running two slick mags...I might opt for one
light
speed/P-mag once proven but I can't help but love the
reliability
(safety??) of my dual mag system. A totally electrically
dependent
ignition system concerns me in a single engine piston
aircraft....so don't
bring multi engine turbines or jets into
this...were talking good ol'e
lycomings and even auto conversions in
this...
Thoughts?
Rick S.
N246RS......just two mags
chuggin along......at 200 mph. Big smile
Sent via BlackBerry by
AT&T
-----Original Message-----
From: "Jim"
<jim@CombsFive.Com>
To:
<rv10-list@matronics.com>
Subject: Re: RV10-List: AFM RPM
Transducer on Magnet or LSI?
My RPM uses the
supplied speed sensor from AFS in the right mag
vent. I wired
the LightSpeed but use the input from the mag mounted
sensor as the
primary RPM input.
The plan is to eventually
replace the
mag with a P-Mag / E-Mag once the 6 cylinder version become
available. I would like to have an ignition system that does
not
rely on 12V to power it once running.
Jim C
--------------------------------------------------------------------------------------------------------------------------
Jim, I tried everything to get my Lightspeed to talk to my
AFS....
with no
success. Robs people were great, but
still
nothing.I have a backup Vans
tach that I had
to hook up
using the cable and such out of the back of the
motor. What did
you do to get it to work. Gotta
bespecific here... Not
at
the hanger, so I can'tcite
pin numbers... hopefully you
can... Sure
would be
nice to get it to work,
--- On Thu, 10/15/09, Jim
<jim@combsfive.com> wrote:
From: Jim
<jim@combsfive.com>
Subject: Re:
RV10-List: AFM RPM
Transducer on Magnet or LSI?
To:
rv10-list@matronics.com
Have the same
configuration Lightspeed on the left and
magneto on the
right. I wired the AFS tach to the lightspeed
ignition.
Jim C
Do Not Archive
-------------------------------------------------------------------------------------------------------------------------
<rv-10@wellenzohn.net>
Hi there,
I was
wondering
if you did connect the AFS RPM sensor on the magnet or
the
LS
ignition, or is it even possible to wire both and choose
via software
where the signal comes from.
Thanks
Michael
--------
RV-10 builder (avionics, wiring)
#511
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=268115#268115
Message 34
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|
| Subject: | Re: AFM RPM Transducer on Magnet or LSI? |
Well, when it comes time for overhaul on the mags, if you don't succumb
to the siren song of electronics, you might consider a switch to the
more reliable Bendix which also have hotter spark. Personally, if I can
swing it, will aim for Bendix 1200 series for my engine...about the best
high altitude mag out there.
ricksked@embarqmail.com wrote:
> Just to play devil's advocate and to get an idea of what everyone is
> thinking.... I'm running two slick mags...I might opt for one light
> speed/P-mag once proven but I can't help but love the reliability
> (safety??) of my dual mag system. A totally electrically dependent
> ignition system concerns me in a single engine piston aircraft....so
> don't bring multi engine turbines or jets into this...were talking good
> ol'e lycomings and even auto conversions in this...
> Thoughts?
>
> Rick S.
> N246RS......just two mags chuggin along......at 200 mph. Big smile
>
> Sent via BlackBerry by AT&T
>
> ------------------------------------------------------------------------
> *From: * "Jim" <jim@CombsFive.Com>
> *Date: *Fri, 16 Oct 2009 20:16:33 -0400
> *To: *<rv10-list@matronics.com>
> *Subject: *Re: RV10-List: AFM RPM Transducer on Magnet or LSI?
>
> My RPM uses the supplied speed sensor from AFS in the right mag vent. I
> wired the LightSpeed but use the input from the mag mounted sensor as
> the primary RPM input.
>
> The plan is to eventually replace the mag with a P-Mag / E-Mag once the
> 6 cylinder version become available. I would like to have an ignition
> system that does not rely on 12V to power it once running.
>
>
> Jim C
> --------------------------------------------------------------------------------------------------------------------------
>
> Jim, I tried everything to get my Lightspeed to talk to my AFS.... with no
> success. Robs people were great, but still nothing. I have a backup Vans
> tach that I had to hook up using the cable and such out of the back of the
> motor. What did you do to get it to work. Gotta be specific here... Not
> at the hanger, so I can't cite pin numbers... hopefully you can... Sure
> would be nice to get it to work,
>
> --- On Thu, 10/15/09, Jim <jim@combsfive.com> wrote:
>
>
> From: Jim <jim@combsfive.com>
> Subject: Re: RV10-List: AFM RPM Transducer on Magnet or LSI?
> To: rv10-list@matronics.com
> Date: Thursday, October 15, 2009, 5:19 PM
>
>
> Have the same configuration Lightspeed on the left and magneto on the
> right. I wired the AFS tach to the lightspeed ignition.
>
> Jim C
>
> Do Not Archive
>
> -------------------------------------------------------------------------------------------------------------------------
> <rv-10@wellenzohn.net>
>
> Hi there,
> I was wondering if you did connect the AFS RPM sensor on the magnet or the
> LS ignition, or is it even possible to wire both and choose via software
> where the signal comes from.
>
> Thanks
> Michael
>
> --------
> RV-10 builder (avionics, wiring)
> #511
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=268115#268115
>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
> *
>
>
> *
>
> ~,gM4Gqz.'8E]t.+-fZ+`axr^jzZ(j|n)b'!j'+ry'C
> {
> ,x(ZP!jrrj|-&j',r5hum 'oj j+E]t.+-08IaT1
> jg rz{Zi^&lZ+ky+k&j',r+k&j',rhB{ky.+jY^.+-i0fr((nbxm-&j',rr&*''k{w/tml
Message 35
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| Subject: | G900X System Update |
Well I finally got to update the G900X system software. All in it should
take an hour to 90 minutes to complete as long as you know what you are
doing. We were completely uncomfortable with a few early prompts that
read as if you are deleting aircraft parameters like fuel & trim
calibrations. Now don't get me wrong it is kind of easy to authorize the
complete dump of your calibrations but with the helpful assistance of
Tim at Garmin we worked out way through the process and completed the
update. He is as frustrated as owners are about the process as he has to
deal with many of the questions from an ever growing fleet of G900
aircraft.
I flew my regular commute today and all is well with the exception of
the Synthetic Vision and Pathways (HITS) no longer work. Apparently I
have to reauthorize the SVS again to make it available on my system.
Of note there is no way to save the user settings like Flight Plans,
user way points, screen set up etc... This is a minor inconvenience to
me as I didn't have many flight plans saved or many user waypoints but
the ones I did have I really liked and there is no way to replace the
many of the user waypoints other than flying over the specific spots I
wanted and recreating them only to be lost again when the next update
comes in Q1, 2010. Seems to me that when designing a sophisticated
system like this that backing up user info would be a Release v1.0 item.
Regardless I am pleased to now better understand the system and be
current.
Robin
Message 36
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|
| Subject: | Re: AFM RPM Transducer on Magnet or LSI? |
... I'm planning dual mags.... trying to make every decision now to
keep systems simple, redundant and light. I'll have an all electric
panel with two AFS Advance Decks each with their own back up battery,
single battery in the back and single alternator.
Jeff Carpenter
40304
On Oct 16, 2009, at 5:56 PM, ricksked@embarqmail.com wrote:
> Just to play devil's advocate and to get an idea of what everyone is
> thinking.... I'm running two slick mags...I might opt for one light
> speed/P-mag once proven but I can't help but love the reliability
> (safety??) of my dual mag system. A totally electrically dependent
> ignition system concerns me in a single engine piston aircraft....so
> don't bring multi engine turbines or jets into this...were talking
> good ol'e lycomings and even auto conversions in this...
> Thoughts?
>
> Rick S.
> N246RS......just two mags chuggin along......at 200 mph. Big smile
> Sent via BlackBerry by AT&T
>
> From: "Jim" <jim@CombsFive.Com>
> Date: Fri, 16 Oct 2009 20:16:33 -0400
> To: <rv10-list@matronics.com>
> Subject: Re: RV10-List: AFM RPM Transducer on Magnet or LSI?
>
> My RPM uses the supplied speed sensor from AFS in the right mag
> vent. I wired the LightSpeed but use the input from the mag mounted
> sensor as the primary RPM input.
>
> The plan is to eventually replace the mag with a P-Mag / E-Mag once
> the 6 cylinder version become available. I would like to have an
> ignition system that does not rely on 12V to power it once running.
>
>
> Jim C
> --------------------------------------------------------------------------------------------------------------------------
>
> Jim, I tried everything to get my Lightspeed to talk to my AFS....
> with no
> success. Robs people were great, but still nothing. I have a
> backup Vans
> tach that I had to hook up using the cable and such out of the back
> of the
> motor. What did you do to get it to work. Gotta be specific
> here... Not
> at the hanger, so I can't cite pin numbers... hopefully you can...
> Sure
> would be nice to get it to work,
>
> --- On Thu, 10/15/09, Jim <jim@combsfive.com> wrote:
>
>
> From: Jim <jim@combsfive.com>
> Subject: Re: RV10-List: AFM RPM Transducer on Magnet or LSI?
> To: rv10-list@matronics.com
> Date: Thursday, October 15, 2009, 5:19 PM
>
>
> Have the same configuration Lightspeed on the left and magneto on the
> right. I wired the AFS tach to the lightspeed ignition.
>
> Jim C
>
> Do Not Archive
>
> -------------------------------------------------------------------------------------------------------------------------
> <rv-10@wellenzohn.net>
>
> Hi there,
> I was wondering if you did connect the AFS RPM sensor on the magnet
> or the
> LS ignition, or is it even possible to wire both and choose via
> software
> where the signal comes from.
>
> Thanks
> Michael
>
> --------
> RV-10 builder (avionics, wiring)
> #511
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=268115#268115
>
>
> >
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