---------------------------------------------------------- RV10-List Digest Archive --- Total Messages Posted Sat 03/27/10: 28 ---------------------------------------------------------- Today's Message Index: ---------------------- 1. 03:09 AM - Autopilot (DLM) 2. 03:18 AM - a break from building (DLM) 3. 08:14 AM - Re: Autopilot (Bill Mauledriver Watson) 4. 08:43 AM - Re: Infrared Thermometer Gun (Dj Merrill) 5. 09:54 AM - Re: Infrared Thermometer Gun (Robin Marks) 6. 10:10 AM - Static lines (Perry, Phil) 7. 11:02 AM - Re: Static lines (gary) 8. 11:25 AM - Re: Static lines (Jeff Carpenter) 9. 11:51 AM - Re: Autopilot (Scott Schmidt) 10. 12:52 PM - Re: Autopilot (DLM) 11. 02:18 PM - Re: Autopilot (David Maib) 12. 02:31 PM - Re: a break from building (Bill Cannon) 13. 02:45 PM - Re: Autopilot (John Erickson) 14. 03:35 PM - Re: Autopilot (Scott Schmidt) 15. 04:54 PM - Re: Autopilot (rv10flyer) 16. 05:04 PM - Re: Autopilot (Lew Gallagher) 17. 05:31 PM - Re: Wing jacks (Lew Gallagher) 18. 06:04 PM - Re: Re: Autopilot (Linn Walters) 19. 06:48 PM - Re: Re: Autopilot (Jim Combs) 20. 06:51 PM - Re: Re: Autopilot (Jim Combs) 21. 07:21 PM - Sticking new brakes (Lew Gallagher) 22. 07:29 PM - Re: Static lines (Kelly McMullen) 23. 07:34 PM - Re: Sticking new brakes (Perry, Phil) 24. 08:06 PM - Re: Autopilot (DLM) 25. 08:08 PM - Re: Autopilot (Bob Turner) 26. 08:13 PM - Re: Sticking new brakes (DLM) 27. 08:44 PM - Re: Re: Autopilot (DLM) 28. 09:50 PM - Re: Infrared Thermometer Gun (Don McDonald) ________________________________ Message 1 _____________________________________ Time: 03:09:48 AM PST US From: "DLM" Subject: RV10-List: Autopilot IIRC there was a discussion awhile back about the need for an autopilot. Just spent about 15 hours flying from KFFZ, KBGD, 3MY, KLAF, KBBG, KDHT, to KFFZ. If you look at the flightaware .com for my aircraft you will see the need. The KDHT to KFFZ was 4:30 for 475 NM. The weather had good VFR ceilings and visibilities but the constant light to moderate turbulence and 30-50 knot headwind components was fatiguing even with the Trutrak VSGV. The flight was made mostly at 17" and 2250 RPM to keep the IAS below Va for my weight. I tried numerous block altitudes all to no avail. As a side note , at one point the GRT Sport backup had a software lockup which required an in flight reboot. Pushing the two outboard keys, causes a software reboot without rebooting the AHRS. The Cheltons with the certified software did not miss a beat. The ganged switch for the autopilot worked well also. I switched sources for autopilot input from the none to Chelton and then GRT. On the GRT the EFIS needs to be in ENAV or HDG mode or you take an unwanted excursion off course. The Cheltons must have a flight plan or heading mode for Trutrak guidance; no source causes the Trutrak to maintain heading and altitude. IMHO all builders should consider at least a basic autopilot to effectively use the aircraft cross country. ________________________________ Message 2 _____________________________________ Time: 03:18:58 AM PST US From: "DLM" Subject: RV10-List: a break from building Scientific theory: the rings of Saturn are composed entirely of lost airline baggage. An old pilot is one who can remember when flying was dangerous and sex was safe. Both optimists and pessimists contribute to the society. The optimist invented the aeroplane, the pessimist the parachute. Airlines have really changed, now a flight attendant can get a pilot pregnant. If helicopters are so safe, how come there are no vintage/classic helicopter fly- ins? Real planes use only a single stick to fly. This is why bulldozers & helicopters in that order need two.' There are only three things a copilot should ever say: 1. Nice landing, Sir. 2. I'll buy the first round, Sir. 3. I'll take the ugly one, Sir, There are only three things a wingman should ever say: 1. Two is up. 2. Lead you are on fire. 3. I'll take the fat chick. As a pilot, only two bad things can happen to you and one of them will happen: a. One day you will walk out to the aircraft knowing that it is your last flight. b. One day you will walk out to the aircraft not knowing that it is your last flight. There are Rules and there are Laws. The Rules are made by men who think that they know how to fly your airplane better than you. Laws (of Physics) are made by the Great One. You can, and sometimes should, suspend the Rules but you can never suspend the Laws. About Rules: a. The rules are a good place to hide if you don't have a better idea and the talent to execute it. b. If you deviate from a rule, it must be a flawless performance. (e.g., If you fly under a bridge, don't hit the bridge). The ideal pilot is the perfect blend of discipline and aggressiveness. To become a jet pilot, one must be an egomaniac with low self esteem. The medical profession is the natural enemy of the aviation profession. Ever notice that the experts who decree that the age of the pilot is over are people who have never flown anything? Also, in spite of the intensity of their feelings that the pilot's day is over, I know of no expert who has volunteered to be a passenger in a non-piloted aircraft. Before flight, make sure that your bladder is empty and your fuel tanks are full! He who demands everything that his aircraft can give him is a pilot; he that demands one iota more is a fool. There are certain aircraft sounds that can only be heard at night, over water or rugged terrain. The aircraft limits are only there in case there is to be a future flight by that particular aircraft. If subsequent flights do not appear likely, there are no limits. Flying is a great way of life for men who want to feel like boys, but not for those who still are. Flying is a hard way to earn an easy living. Forget all that stuff about lift, gravity, thrust and drag. An airplane flies because of money. If God had meant man to fly, He'd have given him more money. Hopefully a pilot never runs out of airspeed, altitude, and ideas all at the same time!!! "If the Wright brothers were alive today, Wilbur would have to fire Orville to reduce costs." (from a past President of DELTA Airlines.) In the Alaska bush I'd rather have a two hour bladder and three hours of gas than vice versa. It's not that all airplane pilots are good-looking. It's just that goodlooking people seem more capable of flying airplanes. Or so seasoned observers contend. I've flown in both pilot seats, can someone tell me why the other one is always occupied by an idiot? Son, you're going to have to make up your mind about growing up and becoming a pilot. You can't do both. You define a good flight by negatives: you didn't get hijacked, you didn't crash, you didn't throw up, you weren't late, and you weren't nauseated by the food. FAA Motto: We're not happy, till you're not happy. Never fly the "A" model of anything! Never fly anything with the paint still on the rudder pedals! Never jump out of an airplane unless it's burning. Always strive to have the same number of takeoffs and landings. The 4 things of no use to any Aviator: -the altitude above you, -the runway behind you, -the fuel in the truck back at the airport. -the seat belt you're sitting on. ________________________________ Message 3 _____________________________________ Time: 08:14:42 AM PST US From: Bill Mauledriver Watson Subject: Re: RV10-List: Autopilot "KDHT to KFFZ was 4:30 for 475 NM"!! I just did that in the Maule, 8NC8 to KXFL, with a 10 knot tail wind and it felt fast even though I was flying the '10 in my head. Bill "working on the pants" Watson DLM wrote: > IIRC there was a discussion awhile back about the need for an > autopilot. Just spent about 15 hours flying from KFFZ, KBGD, 3MY, > KLAF, KBBG, KDHT, to KFFZ. If you look at the flightaware .com for my > aircraft you will see the need. The KDHT to KFFZ was 4:30 for 475 NM. > The weather had good VFR ceilings and visibilities but the constant > light to moderate turbulence and 30-50 knot headwind components was > fatiguing even with the Trutrak VSGV. The flight was made mostly > at 17" and 2250 RPM to keep the IAS below Va for my weight. I tried > numerous block altitudes all to no avail. As a side note , at one > point the GRT Sport backup had a software lockup which required an in > flight reboot. Pushing the two outboard keys, causes a software reboot > without rebooting the AHRS. The Cheltons with the certified software > did not miss a beat. The ganged switch for the autopilot worked well > also. I switched sources for autopilot input from the none to Chelton > and then GRT. On the GRT the EFIS needs to be in ENAV or HDG mode or > you take an unwanted excursion off course. The Cheltons must have a > flight plan or heading mode for Trutrak guidance; no source causes the > Trutrak to maintain heading and altitude. IMHO all builders should > consider at least a basic autopilot to effectively use the aircraft > cross country. do not archive ________________________________ Message 4 _____________________________________ Time: 08:43:44 AM PST US Subject: Re: RV10-List: Infrared Thermometer Gun From: Dj Merrill On 3/26/2010 10:41 PM, Robin Marks wrote: > Does anyone have a recommendation on a purchase of a reasonably priced > IR Thermometer Gun. $20 $25 Check the temp range to make sure it is good for what you want to use it for. -Dj -- Dj Merrill - N1JOV Glastar Sportsman 2+2 Builder #7118 N421DJ - http://deej.net/sportsman/ Grumman Yankee Driver N9870L - http://deej.net/yankee/ ________________________________ Message 5 _____________________________________ Time: 09:54:05 AM PST US From: Robin Marks Subject: RE: RV10-List: Infrared Thermometer Gun Ok, opted for this one found on eBay. $20.00 Delivered. Excellent specs (I will upgrade if I don=92t find this unit acceptable): =B7 Item condition: New =B7 Color: Yellow + Black =B7 Size: 152mm*130mm*38mm =B7 Weight: 145g =B7 Accuracy: =B12C / or =B12% =B7 Resolution: 0.1C or 0.1F =B7 Distance Spot Radio: 12:1 =B7 Emissive: 0.95 (Pre-Set) =B7 C/F Selection function =B7 Auto Power Shut Off function =B7 Automatic data hold function =B7 Low battery indication =B7 Laser pointer for accurate target aiming Measurement Temperature range: -32C-375C (-26 =BAF ~716 =BAF)** =B7 Response Time & Wavelength: 500ms & (8-14um) =B7 DC 9V battery operation(9V Battery NOT included) =B7 Backlight selection, enable you see the temperature display at night =B7 Press and hold the button, this thermometer will read current surfac e temperature in 0.5 second =B7 Help you measure surface temperature of hot, hazardous or difficult to reach object without contact [image: http://www.2211.ca/2010/T1-A.jpg] [image: http://www.2211.ca/2010/T1-B.jpg] [image: http://www.2211.ca/2010/T1-C.jpg] [image: http://www.2211.ca/2010/T1-D.jpg] [image: http://www.2211.ca/2010/T1-E.jpg] ________________________________ Message 6 _____________________________________ Time: 10:10:42 AM PST US Subject: RV10-List: Static lines From: "Perry, Phil" R2V0dGluZyByZWFkeSB0byBwdXQgdGhlIHN0YXRpYyBsaW5lcyBpbiB0aGUgdGFpbGNvbmUgYmVm b3JlIHRoZSBzcGFjZSBnZXRzIHJlYWxseSB0aWdodC4gICANCg0KQXJlIG1vc3QgZm9sa3MgcnVu bmluZyB0aGUgc3RhdGljIGxpbmUgZm9yd2FyZCBvbiB0aGUgcmlnaHQgb3IgbGVmdCBzaWRlIG9m IHRoZSBhaXJwbGFuZT8gIEknbSB0cnlpbmcgdG8gZGVjaWRlIHdoaWNoIHNpZGUgdG8gaW5zdGFs bCB0aGUgVC4gDQoNClRoYW5rcywNClBoaWwNCg= ________________________________ Message 7 _____________________________________ Time: 11:02:17 AM PST US From: "gary" Subject: RE: RV10-List: Static lines Put the T on the top equal distant from each so that any condensate will run down hill and out. Then run it to one of the sides. Gary Specketer 40274 Flying _____ From: owner-rv10-list-server@matronics.com [mailto:owner-rv10-list-server@matronics.com] On Behalf Of Perry, Phil Sent: Saturday, March 27, 2010 1:07 PM Subject: RV10-List: Static lines Getting ready to put the static lines in the tailcone before the space gets really tight. Are most folks running the static line forward on the right or left side of the airplane? I'm trying to decide which side to install the T. Thanks, Phil ~=ED=B2=AC=DE=83g(=D3=8D=D3=87qzn ________________________________ Message 8 _____________________________________ Time: 11:25:17 AM PST US From: Jeff Carpenter Subject: Re: RV10-List: Static lines I'm going up the right side as I'm pretty filled up on the left side with the fat battery wire taking up a lot of the available space Sent from my iPhone On Mar 27, 2010, at 10:07 AM, "Perry, Phil" wrote: > Getting ready to put the static lines in the tailcone before the > space gets really tight. > > Are most folks running the static line forward on the right or left > side of the airplane? I'm trying to decide which side to install > the T. > > Thanks, > Phil > > =C2=C2=B7=BA~=B0=C3=AD=C2=B2,=C3=9E=C3=99=C3=8A%=C2=A2=C2 =BD4=C3=93M4}=C2=A7=1Er=B9=C2=AB=B0=C3=C3=A7{=07(=C2=BA=C2=B8 =C5=BE ________________________________ Message 9 _____________________________________ Time: 11:51:54 AM PST US From: Scott Schmidt Subject: Re: RV10-List: Autopilot With the -10 it should have been around 2 hours 42 minutes. Scott Schmidt scottmschmidt@yahoo.com ________________________________ From: Bill Mauledriver Watson Sent: Sat, March 27, 2010 9:12:43 AM Subject: Re: RV10-List: Autopilot "KDHT to KFFZ was 4:30 for 475 NM"!! I just did that in the Maule, 8NC8 to KXFL, with a 10 knot tail wind and it felt fast even though I was flying the '10 in my head. Bill "working on the pants" Watson DLM wrote: > > >IIRC >there was a discussion awhile back about the need for an autopilot. >Just spent about 15 hours flying from KFFZ, KBGD, 3MY, KLAF, KBBG, >KDHT, to KFFZ. If you look at the flightaware .com for my aircraft you >will see the need. The KDHT to KFFZ was 4:30 for 475 NM. The weather >had good VFR ceilings and visibilities but the constant light to >moderate turbulence and 30-50 knot headwind components was fatiguing >even with the Trutrak VSGV. The flight was made mostly at 17" and 2250 >RPM to keep the IAS below Va for my weight. I tried numerous block >altitudes all to no avail. As a side note , at one point the GRT Sport >backup had a software lockup which required an in flight reboot. >Pushing the two outboard keys, causes a software reboot without >rebooting the AHRS. The Cheltons with the certified software did not >miss a beat. The ganged switch for the autopilot worked well also. I >switched sources for autopilot input from the none to Chelton and then >GRT. On the GRT the EFIS needs to be in ENAV or HDG mode or you take an >unwanted excursion off course. The Cheltons must have a flight plan or >heading mode for Trutrak guidance; no source causes the Trutrak to >maintain heading and altitude. IMHO all builders should consider at >least a basic autopilot to effectively use the aircraft cross country. do not archive ________________________________ Message 10 ____________________________________ Time: 12:52:54 PM PST US From: "DLM" Subject: RE: RV10-List: Autopilot That's assuming calm air. Anyone wanting to operate above Va with 30-50 knot headwinds and in significantly turbulent air for hours should prepare for a thorough inspection for structural damage upon landing unless the aircraft is already in several pieces upon reaching the ground. The RV10, IIRC, has a gross weight maneuvering speed of 125 KIAS; Maneuvering speed reduces as gross weight decreases. My TC177RG had a Va of 115 KIAS at 2800 and reducing to 95 KIAS at 2200. My expectation is that the Va reduces from 125 KIAS as weight decreases, probably to about 105 KIAS. A call to Vans should confirm design numbers. _____ From: owner-rv10-list-server@matronics.com [mailto:owner-rv10-list-server@matronics.com] On Behalf Of Scott Schmidt Sent: Saturday, March 27, 2010 11:28 AM Subject: Re: RV10-List: Autopilot With the -10 it should have been around 2 hours 42 minutes. Scott Schmidt scottmschmidt@yahoo.com _____ From: Bill Mauledriver Watson Sent: Sat, March 27, 2010 9:12:43 AM Subject: Re: RV10-List: Autopilot "KDHT to KFFZ was 4:30 for 475 NM"!! I just did that in the Maule, 8NC8 to KXFL, with a 10 knot tail wind and it felt fast even though I was flying the '10 in my head. Bill "working on the pants" Watson DLM wrote: IIRC there was a discussion awhile back about the need for an autopilot. Just spent about 15 hours flying from KFFZ, KBGD, 3MY, KLAF, KBBG, KDHT, to KFFZ. If you look at the flightaware .com for my aircraft you will see the need. The KDHT to KFFZ was 4:30 for 475 NM. The weather had good VFR ceilings and visibilities but the constant light to moderate turbulence and 30-50 knot headwind components was fatiguing even with the Trutrak VSGV. The flight was made mostly at 17" and 2250 RPM to keep the IAS below Va for my weight. I tried numerous block altitudes all to no avail. As a side note , at one point the GRT Sport backup had a software lockup which required an in flight reboot. Pushing the two outboard keys, causes a software reboot without rebooting the AHRS. The Cheltons with the certified software did not miss a beat. The ganged switch for the autopilot worked well also. I switched sources for autopilot input from the none to Chelton and then GRT. On the GRT the EFIS needs to be in ENAV or HDG mode or you take an unwanted excursion off course. The Cheltons must have a flight plan or heading mode for Trutrak guidance; no source causes the Trutrak to maintain heading and altitude. IMHO all builders should consider at least a basic autopilot to effectively use the aircraft cross country. do not archive ________________________________ Message 11 ____________________________________ Time: 02:18:05 PM PST US From: David Maib Subject: Re: RV10-List: Autopilot A long flight in light to moderate turbulence should not over-stress any airplane. You probably have a g meter on your Chelton or your GRT and it will tell the true story. Va is not necessarily related to turbulent air penetration speed IIRC. Va is the speed that full deflection of flight controls will not over-stress the airframe. (Some caveats concerning full rudder application one direction and then the other in rapid sequence). David Maib 40559 flying On Mar 27, 2010, at 3:51 PM, DLM wrote: That's assuming calm air. Anyone wanting to operate above Va with 30-50 knot headwinds and in significantly turbulent air for hours should prepare for a thorough inspection for structural damage upon landing unless the aircraft is already in several pieces upon reaching the ground. The RV10, IIRC, has a gross weight maneuvering speed of 125 KIAS; Maneuvering speed reduces as gross weight decreases. My TC177RG had a Va of 115 KIAS at 2800 and reducing to 95 KIAS at 2200. My expectation is that the Va reduces from 125 KIAS as weight decreases, probably to about 105 KIAS. A call to Vans should confirm design numbers. From: owner-rv10-list-server@matronics.com [mailto:owner-rv10-list- server@matronics.com] On Behalf Of Scott Schmidt Sent: Saturday, March 27, 2010 11:28 AM Subject: Re: RV10-List: Autopilot With the -10 it should have been around 2 hours 42 minutes. Scott Schmidt scottmschmidt@yahoo.com From: Bill Mauledriver Watson Sent: Sat, March 27, 2010 9:12:43 AM Subject: Re: RV10-List: Autopilot "KDHT to KFFZ was 4:30 for 475 NM"!! I just did that in the Maule, 8NC8 to KXFL, with a 10 knot tail wind and it felt fast even though I was flying the '10 in my head. Bill "working on the pants" Watson DLM wrote: > > IIRC there was a discussion awhile back about the need for an > autopilot. Just spent about 15 hours flying from KFFZ, KBGD, 3MY, > KLAF, KBBG, KDHT, to KFFZ. If you look at the flightaware .com for > my aircraft you will see the need. The KDHT to KFFZ was 4:30 for > 475 NM. The weather had good VFR ceilings and visibilities but the > constant light to moderate turbulence and 30-50 knot headwind > components was fatiguing even with the Trutrak VSGV. The flight was > made mostly at 17" and 2250 RPM to keep the IAS below Va for my > weight. I tried numerous block altitudes all to no avail. As a > side note , at one point the GRT Sport backup had a software lockup > which required an in flight reboot. Pushing the two outboard keys, > causes a software reboot without rebooting the AHRS. The Cheltons > with the certified software did not miss a beat. The ganged switch > for the autopilot worked well also. I switched sources for > autopilot input from the none to Chelton and then GRT. On the GRT > the EFIS needs to be in ENAV or HDG mode or you take an unwanted > excursion off course. The Cheltons must have a flight plan or > heading mode for Trutrak guidance; no source causes the Trutrak to > maintain heading and altitude. IMHO all builders should consider at > least a basic autopilot to effectively use the aircraft cross country. do not archive href="http://www.matronics.com/Navigator?RV10-List">http:// www.matronics.com/Navigator?RV10-List href="http://forums.matronics.com">http://forums.matronics.com href="http://www.matronics.com/contribution">http://www.matronics.com/c ________________________________ Message 12 ____________________________________ Time: 02:31:31 PM PST US Subject: RV10-List: Re: a break from building From: "Bill Cannon" I've seen most of those but a few are new to me. One of my favorite stories at my airline is ...... This old crusty captain going into IAH was given a late descent and told the controller he'd do what he could to make a crossing restriction. A couple minutes later the controller asked if he'd make it. He responded he was trying his best but it looked like he wouldn't. The controller then asked if he had the boards out (speed brakes). The captain responded "those are for my mistakes not your mistakes". Read this topic online here: http://forums.matronics.com/viewtopic.php?p=291982#291982 ________________________________ Message 13 ____________________________________ Time: 02:45:03 PM PST US From: "John Erickson" Subject: RE: RV10-List: Autopilot I think you are confusing Va with Vno. Vno (Normal Operating airspeed) is the airspeed that should not be exceeded except in smooth air. It's the top of the green arc if your airspeed indicator has the correct speeds on it. Va is *generally* (with some well known exceptions) the maximum airspeed at which abrupt max deflection control inputs should not damage your aircraft. Vno is good for up to 30 ft/sec up/downdrafts (moderate turbulence). If you are expecting severe turbulence, rather than slowing to Va, I would recommend using Vno and a heading change to go somewhere else. J John RV-10 Wings From: owner-rv10-list-server@matronics.com [mailto:owner-rv10-list-server@matronics.com] On Behalf Of DLM Sent: Saturday, March 27, 2010 1:52 PM Subject: RE: RV10-List: Autopilot That's assuming calm air. Anyone wanting to operate above Va with 30-50 knot headwinds and in significantly turbulent air for hours should prepare for a thorough inspection for structural damage upon landing unless the aircraft is already in several pieces upon reaching the ground. The RV10, IIRC, has a gross weight maneuvering speed of 125 KIAS; Maneuvering speed reduces as gross weight decreases. My TC177RG had a Va of 115 KIAS at 2800 and reducing to 95 KIAS at 2200. My expectation is that the Va reduces from 125 KIAS as weight decreases, probably to about 105 KIAS. A call to Vans should confirm design numbers. _____ From: owner-rv10-list-server@matronics.com [mailto:owner-rv10-list-server@matronics.com] On Behalf Of Scott Schmidt Sent: Saturday, March 27, 2010 11:28 AM Subject: Re: RV10-List: Autopilot With the -10 it should have been around 2 hours 42 minutes. Scott Schmidt scottmschmidt@yahoo.com _____ From: Bill Mauledriver Watson Sent: Sat, March 27, 2010 9:12:43 AM Subject: Re: RV10-List: Autopilot "KDHT to KFFZ was 4:30 for 475 NM"!! I just did that in the Maule, 8NC8 to KXFL, with a 10 knot tail wind and it felt fast even though I was flying the '10 in my head. Bill "working on the pants" Watson DLM wrote: IIRC there was a discussion awhile back about the need for an autopilot. Just spent about 15 hours flying from KFFZ, KBGD, 3MY, KLAF, KBBG, KDHT, to KFFZ. If you look at the flightaware .com for my aircraft you will see the need. The KDHT to KFFZ was 4:30 for 475 NM. The weather had good VFR ceilings and visibilities but the constant light to moderate turbulence and 30-50 knot headwind components was fatiguing even with the Trutrak VSGV. The flight was made mostly at 17" and 2250 RPM to keep the IAS below Va for my weight. I tried numerous block altitudes all to no avail. As a side note , at one point the GRT Sport backup had a software lockup which required an in flight reboot. Pushing the two outboard keys, causes a software reboot without rebooting the AHRS. The Cheltons with the certified software did not miss a beat. The ganged switch for the autopilot worked well also. I switched sources for autopilot input from the none to Chelton and then GRT. On the GRT the EFIS needs to be in ENAV or HDG mode or you take an unwanted excursion off course. The Cheltons must have a flight plan or heading mode for Trutrak guidance; no source causes the Trutrak to maintain heading and altitude. IMHO all builders should consider at least a basic autopilot to effectively use the aircraft cross country. do not archive href="http://www.matronics.com/Navigator?RV10-List">http://www.matronics.com /Navigator?RV10-List href="http://forums.matronics.com">http://forums.matronics.com href="http://www.matronics.com/contribution">http://www.matronics.com/c ________________________________ Message 14 ____________________________________ Time: 03:35:06 PM PST US From: Scott Schmidt Subject: Re: RV10-List: Autopilot David, I didn't see your post initially. I was responding to the Maule with a 10 knot tail wind. I've done the headwinds you are talking about, they are no fun. -Scott Sent from my iPhone On Mar 27, 2010, at 1:51 PM, "DLM" wrote: That's assuming calm air. Anyone wanting to operate above Va with 30-50 knot headwinds and in significantly turbulent air for hours should prepare for a thorough inspection for structural damage upon landing unless the aircraft is already in several pieces upon reaching the ground. The RV10, IIRC, has a gross weight maneuvering speed of 125 KIAS; Maneuvering speed reduces as gross weight decreases. My TC177RG had a Va of 115 KIAS at 2800 and reducing to 95 KIAS at 2200. My expectation is that the Va reduces from 125 KIAS as weight decreases, probably to about 105 KIAS. A call to Vans should confirm design numbers. From: owner-rv10-list-server@matronics.com [mailto:owner-rv10-list-server@matronics.com] On Behalf Of Scott Schmidt Sent: Saturday, March 27, 2010 11:28 AM Subject: Re: RV10-List: Autopilot With the -10 it should have been around 2 hours 42 minutes. Scott Schmidt scottmschmidt@yahoo.com From: Bill Mauledriver Watson Sent: Sat, March 27, 2010 9:12:43 AM Subject: Re: RV10-List: Autopilot "KDHT to KFFZ was 4:30 for 475 NM"!! I just did that in the Maule, 8NC8 to KXFL, with a 10 knot tail wind and it felt fast even though I was flying the '10 in my head. Bill "working on the pants" Watson DLM wrote: IIRC there was a discussion awhile back about the need for an autopilot. Just spent about 15 hours flying from KFFZ, KBGD, 3MY, KLAF, KBBG, KDHT, to KFFZ. If you look at the flightaware .com for my aircraft you will see the need. The KDHT to KFFZ was 4:30 for 475 NM. The weather had good VFR ceilings and visibilities but the constant light to moderate turbulence and 30-50 knot headwind components was fatiguing even with the Trutrak VSGV. The flight was made mostly at 17" and 2250 RPM to keep the IAS below Va for my weight. I tried numerous block altitudes all to no avail. As a side note , at one point the GRT Sport backup had a software lockup which required an in flight reboot. Pushing the two outboard keys, causes a software reboot without rebooting the AHRS. The Cheltons with the certified software did not miss a beat. The ganged switch for the autopilot worked well also. I switched sources for autopilot input from the none to Chelton and then GRT. On the GRT the EFIS needs to be in ENAV or HDG mode or you take an unwanted excursion off course. The Cheltons must have a flight plan or heading mode for Trutrak guidance; no source causes the Trutrak to maintain heading and altitude. IMHO all builders should consider at least a basic autopilot to effectively use the aircraft cross country. do not archive href="http://www.matronics.com/Navigator?RV10-List">http://www.matronics.com/Navigator?RV10-List href="http://forums.matronics.com">http://forums.matronics.com href="http://www.matronics.com/contribution">http://www.matronics.com/c ________________________________ Message 15 ____________________________________ Time: 04:54:21 PM PST US Subject: RV10-List: Re: Autopilot From: "rv10flyer" DLM, you did the right thing! I can see you have done your studying. Slow down to Va if you feel the need to tighten your seatbelt. Slow down even more if your light, as your plane will accelerate faster from a gust or turbulence. If your at Va(higher aoa) your wing will stall before the g load limit is reached of our airplane(+3.8,-1.9). You can recover from a stall at altitude, but you won't recover from structural failure. If you are above Va you run the risk of breaking or bending your airplane. You might get away with just making it uncomfortable for your passengers and loosening some rivets. At Vno a 30 fps(which is just a design standard) gust may not hurt your airplane but that is by no means the highest recorded gust. I don't want to run into that 50 fps gust in my RV-10 at Vno, and definitely not the 100 fps gust normally found in thunderstorms. Highest recorded was 224 fps. [/quote] -------- Wayne Gillispie, A&P 5/93, PPC 10/08 Grayson, KY Bldr# 40983 Ord complete kit 8/24/09; DB Sch del 11/20/09 Emp 12/01/09-3/14/10 332 hrs Wings 3/14/10- Read this topic online here: http://forums.matronics.com/viewtopic.php?p=291995#291995 ________________________________ Message 16 ____________________________________ Time: 05:04:19 PM PST US Subject: RV10-List: Re: Autopilot From: "Lew Gallagher" Hey David, I was the one trying to convince the owner/pilot that I'm helping, to add the AP back before X-mas (thanks again for all who chimed in then) and his wife was the one who sprang for the AFS (trutrak) system for X-mas to go with his AFS system. As a non-flyer/pilot, I understand very little of the language of these current posts, but I follow ANY positive threads about the AP and try to pass them on. The AP is installed and functions with ground tests. He was thinking of first flight today, but did some more taxiing, brake testing instead. Maybe Monday! Here's a related question (and again, I apologize for my ignorance): the plans called for a toggle switch to be mounted on the panel to select between GPS or EFIS input to the AP. That was done, but the tech guys who installed it here aren't sure how to test which position is which, or even what the purpose is. I'm sure that will be answered later after the fly off period is done and he has more interest in the finer bells and whistles, but I thought I'd go ahead and ask. Probably in the AFS manual or he could call them later, but respond if you feel like it. Later, - Lew -------- non-pilot crazy about building NOW OFICIALLY BUILDER #40549 Avionics in, engine started! Read this topic online here: http://forums.matronics.com/viewtopic.php?p=291998#291998 ________________________________ Message 17 ____________________________________ Time: 05:31:32 PM PST US Subject: RV10-List: Re: Wing jacks From: "Lew Gallagher" OK, I finished the jacks and think I may have answered my own question about why two are better than one. With one jack, you can jack one wheel at a time, but it takes a LOT of jacking since the opposite wing drops quite a bit before the wing you are jacking lifts the wheel. Even with another jack just snugged up to the opposite wing, it takes much less jacking on the target wing/tire to get it up, and the plane stays much more level/stable. Here's another idea (thanks, Bill Z!) that addresses the hydraulic failure issue for the ram jack style. I measured the height both jacks needed to be to lift the wheels 3 or 4 inches off the ground (just happens to be the height to level the plane at the door sills with the nose wheel on the ground) -- comes to 34.5 inches -- then I drilled a 1/4 inch hole in the jack shaft to receive a safety pin. I countersunk the hole a bit, deburred/polished it so it wouldn't harm the seals. Works! I also drilled a 5/8 hole down the top of the jack shaft and concaved out a "dish" around it with a die grinder to receive the studs I made that screw into the tiedown holes. The studs have a nut on them that I ground into a rounded shoulder. Now the studs are anchored into the jack, but are allowed to pivot as the wing angle changes with jacking. Here are some pictures of the jacks in progress. I'll take one of the pin adaptation if anyone is interested. Later, - Lew -------- non-pilot crazy about building NOW OFICIALLY BUILDER #40549 Avionics in, engine started! Read this topic online here: http://forums.matronics.com/viewtopic.php?p=292005#292005 Attachments: http://forums.matronics.com//files/wingjack4_medium_191.jpg http://forums.matronics.com//files/wingjack3_medium_189.jpg http://forums.matronics.com//files/wingjack2_medium_141.jpg http://forums.matronics.com//files/wingjack1_medium_884.jpg ________________________________ Message 18 ____________________________________ Time: 06:04:48 PM PST US From: Linn Walters Subject: Re: RV10-List: Re: Autopilot Almost all switches that select between two 'sources' will be a single pole (one set of contacts), double throw (has two positions) referred as a SPDT switch. A common toggle switch has a 'bat handle' (but may also be flat for aesthetic looks) and looking at the side of the switch the common lug is in the middle and the 'source' lugs to either side. The connection is made between the two contacts OPPOSITE from the side the handle points. A slide switch will close the contacts on the side that the switch handle is moved TO. Other switches will have multiple sets DPDT (double pole) 3PDT (3 sets) etc. Switches for on/off are single pole (SPST) and can also have multiple sets (DPST) but they aren't terribly common. The purpose of the switch is to select which equipment provides guidance to the autopilot ..... the GPS or EFIS .... you answered that part of the question yourself. The position of the toggle (above) shows what lugs are 'closed', and following the appropriate wire back to it's piece of equipment will tell you how to orient the switch. In flight, turning off one of the autopilot sources and noting the reaction of the autopilot will tell you what position the switch is in and you can add the appropriate label. Not the recommended way ..... you should have the switch properly labeled before flight as other problems could have the same symptoms. Hope I didn't confuse you more. Linn Lew Gallagher wrote: > > Hey David, > > I was the one trying to convince the owner/pilot that I'm helping, to add the AP back before X-mas (thanks again for all who chimed in then) and his wife was the one who sprang for the AFS (trutrak) system for X-mas to go with his AFS system. > > As a non-flyer/pilot, I understand very little of the language of these current posts, but I follow ANY positive threads about the AP and try to pass them on. > > The AP is installed and functions with ground tests. He was thinking of first flight today, but did some more taxiing, brake testing instead. Maybe Monday! > > Here's a related question (and again, I apologize for my ignorance): the plans called for a toggle switch to be mounted on the panel to select between GPS or EFIS input to the AP. That was done, but the tech guys who installed it here aren't sure how to test which position is which, or even what the purpose is. I'm sure that will be answered later after the fly off period is done and he has more interest in the finer bells and whistles, but I thought I'd go ahead and ask. Probably in the AFS manual or he could call them later, but respond if you feel like it. > > Later, - Lew > > -------- > non-pilot > crazy about building > NOW OFICIALLY BUILDER #40549 > Avionics in, engine started! > > > Read this topic online here: > > http://forums.matronics.com/viewtopic.php?p=291998#291998 > > > ________________________________ Message 19 ____________________________________ Time: 06:48:43 PM PST US Subject: Re: RV10-List: Re: Autopilot From: Jim Combs Lew, We had the switch installed per the schematics from AFS, but now they claim it is not needed (Software works differently). We have removed it from the panel. The AFS AP should be getting all steering commands from the EFIS via the ARINC. No need to install the switch. At least that is what we have been told recently. Jim Combs (N312F - Flying) On Sat, Mar 27, 2010 at 8:04 PM, Lew Gallagher wrote: > > Hey David, > > I was the one trying to convince the owner/pilot that I'm helping, to add > the AP back before X-mas (thanks again for all who chimed in then) and his > wife was the one who sprang for the AFS (trutrak) system for X-mas to go > with his AFS system. > > As a non-flyer/pilot, I understand very little of the language of these > current posts, but I follow ANY positive threads about the AP and try to > pass them on. > > The AP is installed and functions with ground tests. He was thinking of > first flight today, but did some more taxiing, brake testing instead. Maybe > Monday! > > Here's a related question (and again, I apologize for my ignorance): the > plans called for a toggle switch to be mounted on the panel to select > between GPS or EFIS input to the AP. That was done, but the tech guys who > installed it here aren't sure how to test which position is which, or even > what the purpose is. I'm sure that will be answered later after the fly off > period is done and he has more interest in the finer bells and whistles, but > I thought I'd go ahead and ask. Probably in the AFS manual or he could call > them later, but respond if you feel like it. > > Later, - Lew > > -------- > non-pilot > crazy about building > NOW OFICIALLY BUILDER #40549 > Avionics in, engine started! > > > Read this topic online here: > > http://forums.matronics.com/viewtopic.php?p=291998#291998 > > ________________________________ Message 20 ____________________________________ Time: 06:51:59 PM PST US Subject: Re: RV10-List: Re: Autopilot From: Jim Combs Linn, The switch on the schematics had to be double pole because it was switching a RS-429 signal. RS-429 is differential and required two sets of leads to be toggled. We have been told by AFS the switch is no longer needed. Jim Combs On Sat, Mar 27, 2010 at 9:03 PM, Linn Walters wrote: > > Almost all switches that select between two 'sources' will be a single pole > (one set of contacts), double throw (has two positions) referred as a SPDT > switch. A common toggle switch has a 'bat handle' (but may also be flat > for aesthetic looks) and looking at the side of the switch the common lug is > in the middle and the 'source' lugs to either side. The connection is made > between the two contacts OPPOSITE from the side the handle points. A slide > switch will close the contacts on the side that the switch handle is moved > TO. > Other switches will have multiple sets DPDT (double pole) 3PDT (3 sets) > etc. > Switches for on/off are single pole (SPST) and can also have multiple sets > (DPST) but they aren't terribly common. > > The purpose of the switch is to select which equipment provides guidance to > the autopilot ..... the GPS or EFIS .... you answered that part of the > question yourself. The position of the toggle (above) shows what lugs are > 'closed', and following the appropriate wire back to it's piece of equipment > will tell you how to orient the switch. In flight, turning off one of the > autopilot sources and noting the reaction of the autopilot will tell you > what position the switch is in and you can add the appropriate label. Not > the recommended way ..... you should have the switch properly labeled before > flight as other problems could have the same symptoms. > > Hope I didn't confuse you more. > Linn > > > Lew Gallagher wrote: > >> >> Hey David, >> >> I was the one trying to convince the owner/pilot that I'm helping, to add >> the AP back before X-mas (thanks again for all who chimed in then) and his >> wife was the one who sprang for the AFS (trutrak) system for X-mas to go >> with his AFS system. >> As a non-flyer/pilot, I understand very little of the language of these >> current posts, but I follow ANY positive threads about the AP and try to >> pass them on. >> The AP is installed and functions with ground tests. He was thinking of >> first flight today, but did some more taxiing, brake testing instead. Maybe >> Monday! >> >> Here's a related question (and again, I apologize for my ignorance): the >> plans called for a toggle switch to be mounted on the panel to select >> between GPS or EFIS input to the AP. That was done, but the tech guys who >> installed it here aren't sure how to test which position is which, or even >> what the purpose is. I'm sure that will be answered later after the fly off >> period is done and he has more interest in the finer bells and whistles, but >> I thought I'd go ahead and ask. Probably in the AFS manual or he could call >> them later, but respond if you feel like it. >> >> Later, - Lew >> >> -------- >> non-pilot >> crazy about building >> NOW OFICIALLY BUILDER #40549 >> Avionics in, engine started! >> >> >> >> >> Read this topic online here: >> >> http://forums.matronics.com/viewtopic.php?p=291998#291998 >> >> >> >> >> >> >> >> >> >> >> >> >> > > ________________________________ Message 21 ____________________________________ Time: 07:21:37 PM PST US Subject: RV10-List: Sticking new brakes From: "Lew Gallagher" Oh yeah, here's another one. We've had trouble with the brakes locking up during the break in taxiing phase. First we thought it was the protective coat on the rotors gumming up everything, so I cleaned it all off. Still locked up. We were on the verge of following another's advice to replace the seals in the calipers ("if they sit too long on the shelf, they can harden and not allow the pistons to recede"). Then I remembered a post here long ago about the spring not being strong enough in the pedal pistons to retract the pedal. I think they added washers under the cir-clip to increase the spring tension -- that seemed to me like the piston would still "think" it wasn't fully retracted. At any rate, I checked, and sure enough -- on the pilot's side both pedals could be manually retracted about 1/4 inch(measured at the top of the brake pedal) -- and that slight difference freed up the calipers (since they were off the ground with our new wing jacks, easy to test!). The quickest solution I came up with was to adapt a spring for each pedal (the co-pilot's side retract just fine) on the pilot's side. This spring attaches to the back side of the pedal hinge connection, wraps around the bottom of the rudder pedal (cushioned by a short length of vinyl tubing around the spring), and attaches to the front side of the piston/pedal connection. It pulls the pedal back every time, non-obtrusive, no more dragging brakes! It works for now. Others had this problem and found a better solution? Maybe new pedal pistons? Stronger internal springs? Maybe will "wear in" and loosen with time? I can take pictures if there's any interest. Later, - Lew -------- non-pilot crazy about building NOW OFICIALLY BUILDER #40549 Avionics in, engine started! Read this topic online here: http://forums.matronics.com/viewtopic.php?p=292017#292017 ________________________________ Message 22 ____________________________________ Time: 07:29:08 PM PST US Subject: Re: RV10-List: Static lines From: Kelly McMullen I'm planning on running up right side, right under the right baggage compartment cover, so it doesn't have to dip down under baggage floor. Tee near top of tail cone, then angle down and right after passing through a grommet in next bulkhead. On Sat, Mar 27, 2010 at 11:12 AM, Jeff Carpenter wrote: > I'm going up the right side as I'm pretty filled up on the left side with > the fat battery wire taking up a lot of the available space > > Sent from my iPhone > On Mar 27, 2010, at 10:07 AM, "Perry, Phil" wrote: > > Getting ready to put the static lines in the tailcone before the space gets > really tight. > > Are most folks running the static line forward on the right or left side of > the airplane? I'm trying to decide which side to install the T. > > Thanks, > Phil > > ~,%4M4} r{ ( > > ________________________________ Message 23 ____________________________________ Time: 07:34:50 PM PST US Subject: Re: RV10-List: Sticking new brakes From: "Perry, Phil" WW91IG1pZ2h0IHRyeSBiYWNraW5nIG9mZiB0aGUgY2FzdGxlIG51dCBvbmUgZmxhdC4gVGhhdCBt aWdodCBmcmVlIHVwIHRoZSBwaXN0b24gc28gaXQgd29uJ3QgYmluZC4gDQoNClBoaWwNCg0KLS0t LS0gT3JpZ2luYWwgTWVzc2FnZSAtLS0tLQ0KRnJvbTogTGV3IEdhbGxhZ2hlciA8bGV3Z2FsbEBj aGFydGVyLm5ldD4NClRvOiBydjEwLWxpc3RAbWF0cm9uaWNzLmNvbSA8cnYxMC1saXN0QG1hdHJv bmljcy5jb20+DQpTZW50OiBTYXQgTWFyIDI3IDE5OjIwOjUwIDIwMTANClN1YmplY3Q6IFJWMTAt TGlzdDogU3RpY2tpbmcgbmV3IGJyYWtlcw0KDQotLT4gUlYxMC1MaXN0IG1lc3NhZ2UgcG9zdGVk IGJ5OiAiTGV3IEdhbGxhZ2hlciIgPGxld2dhbGxAY2hhcnRlci5uZXQ+DQoNCk9oIHllYWgsIGhl cmUncyBhbm90aGVyIG9uZS4NCg0KV2UndmUgaGFkIHRyb3VibGUgd2l0aCB0aGUgYnJha2VzIGxv Y2tpbmcgdXAgZHVyaW5nIHRoZSBicmVhayBpbiB0YXhpaW5nIHBoYXNlLiAgRmlyc3Qgd2UgdGhv dWdodCBpdCB3YXMgdGhlIHByb3RlY3RpdmUgY29hdCBvbiB0aGUgcm90b3JzIGd1bW1pbmcgdXAg ZXZlcnl0aGluZywgc28gSSBjbGVhbmVkIGl0IGFsbCBvZmYuICBTdGlsbCBsb2NrZWQgdXAuDQoN CldlIHdlcmUgb24gdGhlIHZlcmdlIG9mIGZvbGxvd2luZyBhbm90aGVyJ3MgYWR2aWNlIHRvIHJl cGxhY2UgdGhlIHNlYWxzIGluIHRoZSBjYWxpcGVycyAoImlmIHRoZXkgc2l0IHRvbyBsb25nIG9u IHRoZSBzaGVsZiwgdGhleSBjYW4gaGFyZGVuIGFuZCBub3QgYWxsb3cgdGhlIHBpc3RvbnMgdG8g cmVjZWRlIikuICBUaGVuIEkgcmVtZW1iZXJlZCBhIHBvc3QgaGVyZSBsb25nIGFnbyBhYm91dCB0 aGUgc3ByaW5nIG5vdCBiZWluZyBzdHJvbmcgZW5vdWdoIGluIHRoZSBwZWRhbCBwaXN0b25zIHRv IHJldHJhY3QgdGhlIHBlZGFsLiAgSSB0aGluayB0aGV5IGFkZGVkIHdhc2hlcnMgdW5kZXIgdGhl IGNpci1jbGlwIHRvIGluY3JlYXNlIHRoZSBzcHJpbmcgdGVuc2lvbiAtLSB0aGF0IHNlZW1lZCB0 byBtZSBsaWtlIHRoZSBwaXN0b24gd291bGQgc3RpbGwgInRoaW5rIiBpdCB3YXNuJ3QgZnVsbHkg cmV0cmFjdGVkLiAgQXQgYW55IHJhdGUsIEkgY2hlY2tlZCwgYW5kIHN1cmUgZW5vdWdoIC0tIG9u IHRoZSBwaWxvdCdzIHNpZGUgYm90aCBwZWRhbHMgY291bGQgYmUgbWFudWFsbHkgcmV0cmFjdGVk IGFib3V0IDEvNCBpbmNoKG1lYXN1cmVkIGF0IHRoZSB0b3Agb2YgdGhlIGJyYWtlIHBlZGFsKSAt LSBhbmQgdGhhdCBzbGlnaHQgZGlmZmVyZW5jZSBmcmVlZCB1cCB0aGUgY2FsaXBlcnMgKHNpbmNl IHRoZXkgd2VyZSBvZmYgdGhlIGdyb3VuZCB3aXRoIG91ciBuZXcgd2luZyBqYWNrcywgZWFzeSB0 byB0ZXN0ISkuDQoNClRoZSBxdWlja2VzdCBzb2x1dGlvbiBJIGNhbWUgdXAgd2l0aCB3YXMgdG8g YWRhcHQgYSBzcHJpbmcgZm9yIGVhY2ggcGVkYWwgKHRoZSBjby1waWxvdCdzIHNpZGUgcmV0cmFj dCBqdXN0IGZpbmUpIG9uIHRoZSBwaWxvdCdzIHNpZGUuICBUaGlzIHNwcmluZyBhdHRhY2hlcyB0 byB0aGUgYmFjayBzaWRlIG9mIHRoZSBwZWRhbCBoaW5nZSBjb25uZWN0aW9uLCB3cmFwcyBhcm91 bmQgdGhlIGJvdHRvbSBvZiB0aGUgcnVkZGVyIHBlZGFsIChjdXNoaW9uZWQgYnkgYSBzaG9ydCBs ZW5ndGggb2YgdmlueWwgdHViaW5nIGFyb3VuZCB0aGUgc3ByaW5nKSwgYW5kIGF0dGFjaGVzIHRv IHRoZSBmcm9udCBzaWRlIG9mIHRoZSBwaXN0b24vcGVkYWwgY29ubmVjdGlvbi4gIEl0IHB1bGxz IHRoZSBwZWRhbCBiYWNrIGV2ZXJ5IHRpbWUsIG5vbi1vYnRydXNpdmUsIG5vIG1vcmUgZHJhZ2dp bmcgYnJha2VzIQ0KDQpJdCB3b3JrcyBmb3Igbm93LiAgT3RoZXJzIGhhZCB0aGlzIHByb2JsZW0g YW5kIGZvdW5kIGEgYmV0dGVyIHNvbHV0aW9uPyAgTWF5YmUgbmV3IHBlZGFsIHBpc3RvbnM/ICBT dHJvbmdlciBpbnRlcm5hbCBzcHJpbmdzPyAgTWF5YmUgd2lsbCAid2VhciBpbiIgYW5kIGxvb3Nl biB3aXRoIHRpbWU/DQoNCkkgY2FuIHRha2UgcGljdHVyZXMgaWYgdGhlcmUncyBhbnkgaW50ZXJl c3QuDQoNCkxhdGVyLCAtIExldw0KDQotLS0tLS0tLQ0Kbm9uLXBpbG90DQpjcmF6eSBhYm91dCBi dWlsZGluZw0KTk9XIE9GSUNJQUxMWSBCVUlMREVSICM0MDU0OQ0KQXZpb25pY3MgaW4sIGVuZ2lu ZSBzdGFydGVkIQ0KDQoNCg0KDQpSZWFkIHRoaXMgdG9waWMgb25saW5lIGhlcmU6DQoNCmh0dHA6 Ly9mb3J1bXMubWF0cm9uaWNzLmNvbS92aWV3dG9waWMucGhwP3A9MjkyMDE3IzI5MjAxNw0KDQoN Cg0KDQoNCg0KDQpfLT09PT09PT09PT09PT09PT09PT09PT09PT09PT09PT09PT09PT09PT09PT09 PT09PT09PT09PT09PT09PQ0KXy09ICAgICAgICAgIC0gVGhlIFJWMTAtTGlzdCBFbWFpbCBGb3J1 bSAtDQpfLT0gVXNlIHRoZSBNYXRyb25pY3MgTGlzdCBGZWF0dXJlcyBOYXZpZ2F0b3IgdG8gYnJv d3NlDQpfLT0gdGhlIG1hbnkgTGlzdCB1dGlsaXRpZXMgc3VjaCBhcyBMaXN0IFVuL1N1YnNjcmlw dGlvbiwNCl8tPSBBcmNoaXZlIFNlYXJjaCAmIERvd25sb2FkLCA3LURheSBCcm93c2UsIENoYXQs IEZBUSwNCl8tPSBQaG90b3NoYXJlLCBhbmQgbXVjaCBtdWNoIG1vcmU6DQpfLT0NCl8tPSAgIC0t PiBodHRwOi8vd3d3Lm1hdHJvbmljcy5jb20vTmF2aWdhdG9yP1JWMTAtTGlzdA0KXy09DQpfLT09 PT09PT09PT09PT09PT09PT09PT09PT09PT09PT09PT09PT09PT09PT09PT09PT09PT09PT09PT09 PQ0KXy09ICAgICAgICAgICAgICAgLSBNQVRST05JQ1MgV0VCIEZPUlVNUyAtDQpfLT0gU2FtZSBn cmVhdCBjb250ZW50IGFsc28gYXZhaWxhYmxlIHZpYSB0aGUgV2ViIEZvcnVtcyENCl8tPQ0KXy09 ICAgLS0+IGh0dHA6Ly9mb3J1bXMubWF0cm9uaWNzLmNvbQ0KXy09DQpfLT09PT09PT09PT09PT09 PT09PT09PT09PT09PT09PT09PT09PT09PT09PT09PT09PT09PT09PT09PT09PQ0KXy09ICAgICAg ICAgICAgIC0gTGlzdCBDb250cmlidXRpb24gV2ViIFNpdGUgLQ0KXy09ICBUaGFuayB5b3UgZm9y IHlvdXIgZ2VuZXJvdXMgc3VwcG9ydCENCl8tPSAgICAgICAgICAgICAgICAgICAgICAgICAgICAg IC1NYXR0IERyYWxsZSwgTGlzdCBBZG1pbi4NCl8tPSAgIC0tPiBodHRwOi8vd3d3Lm1hdHJvbmlj cy5jb20vY29udHJpYnV0aW9uDQpfLT09PT09PT09PT09PT09PT09PT09PT09PT09PT09PT09PT09 PT09PT09PT09PT09PT09PT09PT09PT09PQ0KDQoNCg0K ________________________________ Message 24 ____________________________________ Time: 08:06:23 PM PST US From: "DLM" Subject: RE: RV10-List: Autopilot There was no other place to go. Home base is Phoenix area. The entire states of AZ an NM had a forecast of moderate or better surface to 15000 for the entire states. (DHT surface conditions today were 330 at 36 with gusts to 40). Winds, yesterday, at 12000 were 30-50 kts from the northwest. This weather is not uncommon; especially in late afternoon in summer. The ride is like a roller coaster. If the pilot chooses he can jockey the power from idle to full power to try and maintain an altitude or ask for the block and let the AP do it at some moderate power setting. if you are riding in the back of the Boeing, the first thing you hear when the airplane starts to buck, is a noticeable power reduction. when operating at Vno in turbulence there can be tendency to allow airspeed to rapidly increase whether or not experiencing horizontal gusts. Note that airspeed is measured at one point on the left wing while other parts may be experiencing greater or lesser airspeeds. There are V tailed Bonanza drivers who lost their tails when allowing the nose to drop slightly on descent in turbulence. The FAA finally got around to ADing the tails after a statistically significant number of fatals. _____ From: owner-rv10-list-server@matronics.com [mailto:owner-rv10-list-server@matronics.com] On Behalf Of John Erickson Sent: Saturday, March 27, 2010 2:42 PM Subject: RE: RV10-List: Autopilot I think you are confusing Va with Vno. Vno (Normal Operating airspeed) is the airspeed that should not be exceeded except in smooth air. It's the top of the green arc if your airspeed indicator has the correct speeds on it. Va is *generally* (with some well known exceptions) the maximum airspeed at which abrupt max deflection control inputs should not damage your aircraft. Vno is good for up to 30 ft/sec up/downdrafts (moderate turbulence). If you are expecting severe turbulence, rather than slowing to Va, I would recommend using Vno and a heading change to go somewhere else. J John RV-10 Wings From: owner-rv10-list-server@matronics.com [mailto:owner-rv10-list-server@matronics.com] On Behalf Of DLM Sent: Saturday, March 27, 2010 1:52 PM Subject: RE: RV10-List: Autopilot That's assuming calm air. Anyone wanting to operate above Va with 30-50 knot headwinds and in significantly turbulent air for hours should prepare for a thorough inspection for structural damage upon landing unless the aircraft is already in several pieces upon reaching the ground. The RV10, IIRC, has a gross weight maneuvering speed of 125 KIAS; Maneuvering speed reduces as gross weight decreases. My TC177RG had a Va of 115 KIAS at 2800 and reducing to 95 KIAS at 2200. My expectation is that the Va reduces from 125 KIAS as weight decreases, probably to about 105 KIAS. A call to Vans should confirm design numbers. _____ From: owner-rv10-list-server@matronics.com [mailto:owner-rv10-list-server@matronics.com] On Behalf Of Scott Schmidt Sent: Saturday, March 27, 2010 11:28 AM Subject: Re: RV10-List: Autopilot With the -10 it should have been around 2 hours 42 minutes. Scott Schmidt scottmschmidt@yahoo.com _____ From: Bill Mauledriver Watson Sent: Sat, March 27, 2010 9:12:43 AM Subject: Re: RV10-List: Autopilot "KDHT to KFFZ was 4:30 for 475 NM"!! I just did that in the Maule, 8NC8 to KXFL, with a 10 knot tail wind and it felt fast even though I was flying the '10 in my head. Bill "working on the pants" Watson DLM wrote: IIRC there was a discussion awhile back about the need for an autopilot. Just spent about 15 hours flying from KFFZ, KBGD, 3MY, KLAF, KBBG, KDHT, to KFFZ. If you look at the flightaware .com for my aircraft you will see the need. The KDHT to KFFZ was 4:30 for 475 NM. The weather had good VFR ceilings and visibilities but the constant light to moderate turbulence and 30-50 knot headwind components was fatiguing even with the Trutrak VSGV. The flight was made mostly at 17" and 2250 RPM to keep the IAS below Va for my weight. I tried numerous block altitudes all to no avail. As a side note , at one point the GRT Sport backup had a software lockup which required an in flight reboot. Pushing the two outboard keys, causes a software reboot without rebooting the AHRS. The Cheltons with the certified software did not miss a beat. The ganged switch for the autopilot worked well also. I switched sources for autopilot input from the none to Chelton and then GRT. On the GRT the EFIS needs to be in ENAV or HDG mode or you take an unwanted excursion off course. The Cheltons must have a flight plan or heading mode for Trutrak guidance; no source causes the Trutrak to maintain heading and altitude. IMHO all builders should consider at least a basic autopilot to effectively use the aircraft cross country. do not archive href="http://www.matronics.com/Navigator?RV10-List">http://www.matronics.com /Navigator?RV10-List href="http://forums.matronics.com">http://forums.matronics.com href="http://www.matronics.com/contribution">http://www.matronics.com/c http://www.matronics.com/Navigator?RV10-List http://forums.matronics.com http://www.matronics.com/contribution ________________________________ Message 25 ____________________________________ Time: 08:08:56 PM PST US Subject: RV10-List: Re: Autopilot From: "Bob Turner" "Va is *generally* (with some well known exceptions) the maximum airspeed at which abrupt max deflection control inputs should not damage your aircraft. " Just to nitpick, someone above has the correct definition of Va. It's the speed at which an accelerated stall happens just as you hit the design load limit (3.8 g for us). No need to call Vans about Va at lower weights. It scales exactly as stall speed does, e.g., as the square root of the weight. If you are 20% below gross then Va goes down about 10% (really 10.56%) (half the percentage being an approximation to the square root). -------- Bob Turner RV-10 QB Read this topic online here: http://forums.matronics.com/viewtopic.php?p=292026#292026 ________________________________ Message 26 ____________________________________ Time: 08:13:03 PM PST US From: "DLM" Subject: RE: RV10-List: Sticking new brakes excellent idea. a loosening of the bolt holding the MATCO brake cylinder cured my occasional dragging brake problem. It is comforting to know that even a slight drag can be over come with power. last year at OSH I noticed a slight drag while taxing for takeoff. I had an IFR out directly after the air show. since the flagman pulled out IFR traffic for their reservation departure, although, I noticed a drag, I was cleared around about 15 other aircraft so I just pushed the throttle forward and lifted off. _____ From: owner-rv10-list-server@matronics.com [mailto:owner-rv10-list-server@matronics.com] On Behalf Of Perry, Phil Sent: Saturday, March 27, 2010 7:34 PM Subject: Re: RV10-List: Sticking new brakes You might try backing off the castle nut one flat. That might free up the piston so it won't bind. Phil ----- Original Message ----- From: Lew Gallagher Sent: Sat Mar 27 19:20:50 2010 Subject: RV10-List: Sticking new brakes Oh yeah, here's another one. We've had trouble with the brakes locking up during the break in taxiing phase. First we thought it was the protective coat on the rotors gumming up everything, so I cleaned it all off. Still locked up. We were on the verge of following another's advice to replace the seals in the calipers ("if they sit too long on the shelf, they can harden and not allow the pistons to recede"). Then I remembered a post here long ago about the spring not being strong enough in the pedal pistons to retract the pedal. I think they added washers under the cir-clip to increase the spring tension -- that seemed to me like the piston would still "think" it wasn't fully retracted. At any rate, I checked, and sure enough -- on the pilot's side both pedals could be manually retracted about 1/4 inch(measured at the top of the brake pedal) -- and that slight difference freed up the calipers (since they were off the ground with our new wing jacks, easy to test!). The quickest solution I came up with was to adapt a spring for each pedal (the co-pilot's side retract just fine) on the pilot's side. This spring attaches to the back side of the pedal hinge connection, wraps around the bottom of the rudder pedal (cushioned by a short length of vinyl tubing around the spring), and attaches to the front side of the piston/pedal connection. It pulls the pedal back every time, non-obtrusive, no more dragging brakes! It works for now. Others had this problem and found a better solution? Maybe new pedal pistons? Stronger internal springs? Maybe will "wear in" and loosen with time? I can take pictures if there's any interest. Later, - Lew -------- non-pilot crazy about building NOW OFICIALLY BUILDER #40549 Avionics in, engine started! Read this topic online here: http://forums.matronics.com/viewtopic.php?p=292017#292017 =EF=BD=EF=BD~=EF=BD=EF=BD,=03g=EF=BD=EF=BD ________________________________ Message 27 ____________________________________ Time: 08:44:56 PM PST US From: "DLM" Subject: RE: RV10-List: Re: Autopilot According to the Vans site, gross weight stall occurs at 55kts. Assuming a 3.8 load factor, the Va number is 55 times the square root of 3.8 or 55*1.95 or 107 kts. So maybe a call to Krueger is warranted. If the Va of 125 kts is accurate then the design load factor is higher than normal category. -----Original Message----- From: owner-rv10-list-server@matronics.com [mailto:owner-rv10-list-server@matronics.com] On Behalf Of Bob Turner Sent: Saturday, March 27, 2010 8:08 PM Subject: RV10-List: Re: Autopilot "Va is *generally* (with some well known exceptions) the maximum airspeed at which abrupt max deflection control inputs should not damage your aircraft. " Just to nitpick, someone above has the correct definition of Va. It's the speed at which an accelerated stall happens just as you hit the design load limit (3.8 g for us). No need to call Vans about Va at lower weights. It scales exactly as stall speed does, e.g., as the square root of the weight. If you are 20% below gross then Va goes down about 10% (really 10.56%) (half the percentage being an approximation to the square root). -------- Bob Turner RV-10 QB Read this topic online here: http://forums.matronics.com/viewtopic.php?p=292026#292026 ________________________________ Message 28 ____________________________________ Time: 09:50:57 PM PST US From: Don McDonald Subject: RE: RV10-List: Infrared Thermometer Gun Robin... I'm guessing that for this auction they have more than just the on e you bought.... if that's the case, let us know how well the unit works. =C2- Robin, also... do you have a better idea of your schedule later this next w eek?=C2- Weather permitting, we will be flying in on Thursday morning.=C2 - Hope to see you. Don --- On Sat, 3/27/10, Robin Marks wrote: From: Robin Marks Subject: RE: RV10-List: Infrared Thermometer Gun Ok, opted for this one found on eBay. $20.00 Delivered. Excellent specs (I will upgrade if I don=99t find this unit acceptable): =C2- =C2=B7=C2-=C2-=C2- Item condition: New =C2=B7=C2-=C2-=C2- Color: Yellow + Black =C2=B7=C2-=C2-=C2- Size: 152mm*130mm*38mm =C2=B7=C2-=C2-=C2- Weight: 145g =C2=B7=C2-=C2-=C2- Accuracy: =C2=B12C / or =C2=B12% =C2=B7=C2-=C2-=C2- Resolution: 0.1C or 0.1F =C2=B7=C2-=C2-=C2- Distance Spot Radio: 12:1 =C2=B7=C2-=C2-=C2- Emissive: 0.95 (Pre-Set) =C2=B7=C2-=C2-=C2- C/F Selection function =C2=B7=C2-=C2-=C2- Auto Power Shut Off function =C2=B7=C2-=C2-=C2- Automatic data hold function =C2=B7=C2-=C2-=C2- Low battery indication =C2=B7=C2-=C2-=C2- Laser pointer for accurate target aiming Measurement Temperature range: -32C-375C (-26 =C2=BAF ~716 =C2=BAF) =C2=B7=C2-=C2-=C2- Response Time & Wavelength: 500ms & (8-14um) =C2=B7=C2-=C2-=C2- DC 9V battery operation(9V Battery NOT included) =C2=B7=C2-=C2-=C2- Backlight selection, enable you see the temperatur e display at night =C2=B7=C2-=C2-=C2- Press and hold the button, this thermometer will r ead current surface temperature in 0.5 second =C2=B7=C2-=C2-=C2- Help you measure surface temperature of hot, hazar dous or difficult to reach object without contact =C2- =C2- =C2- =C2- =C2-=0A=0A=0A ------------------------------------------------------------------------------------- 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.