Today's Message Index:
----------------------
1. 07:29 AM - Re: Autopilot (orchidman)
2. 09:44 AM - Re: Re: Autopilot (Linn Walters)
3. 12:02 PM - oil filter (DLM)
4. 12:16 PM - Re: oil filter (Tim Olson)
5. 12:34 PM - Re: oil filter (DLM)
6. 12:49 PM - Re: oil filter (Jesse Saint)
7. 12:54 PM - Re: oil filter (Tim Olson)
8. 01:04 PM - Re: oil filter (Scott Schmidt)
9. 01:08 PM - Re: oil filter (Condrey, Bob (US SSA))
10. 01:34 PM - Re: oil filter (Kelly McMullen)
11. 01:48 PM - Re: oil filter (Scott Schmidt)
12. 02:02 PM - Re: Autopilot (Bob Turner)
13. 02:32 PM - Re: Autopilot (rv10flyer)
14. 03:02 PM - Re: oil filter (Tim Olson)
15. 03:55 PM - Re: Re: Autopilot (DLM)
16. 05:34 PM - current limiter mount (Chris Hukill)
17. 06:34 PM - New Pilot (Sheldon Olesen)
18. 06:35 PM - New Pilot (Sheldon Olesen)
19. 06:40 PM - Re: Autopilot (Bill Mauledriver Watson)
20. 06:46 PM - Re: New Pilot (Tim Olson)
21. 07:11 PM - Page Update after ACI (Tim Olson)
22. 08:50 PM - Re: Static lines (jayb)
Message 1
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Jim Combs wrote:
> 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
I believe that is correct if you have the AFS TT AP. However, if you have the
stock TT VSGV, then the switching can still be used. I have a 430W and I switch
my source for the AHARS signal and I also have a 496 and I have a second switch
for the RS-232 signal. One from the the 430W and the other from the 496.
The TT AP needs a serial source of GPS location and I can switch it in case
of a problem with one or the other.
--------
Gary Blankenbiller
RV10 - # 40674
(N2GB Flying)
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=292066#292066
Message 2
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My treatise on switches wasn't meant to be specific for his application,
but as general info. I help troubleshoot a lot of problems that are due
to the switch being mounted 'upside down'. I was hoping to help more
than just this one person ........ who really doesn't need it as it
turns out.
I've never worked with ARINC RS-429 before and had to go look it up!!! :-P
Linn
orchidman wrote:
>
>
> Jim Combs wrote:
>
>> 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
>>
>
> I believe that is correct if you have the AFS TT AP. However, if you have the
stock TT VSGV, then the switching can still be used. I have a 430W and I switch
my source for the AHARS signal and I also have a 496 and I have a second
switch for the RS-232 signal. One from the the 430W and the other from the 496.
The TT AP needs a serial source of GPS location and I can switch it in case
of a problem with one or the other.
>
> --------
> Gary Blankenbiller
> RV10 - # 40674
> (N2GB Flying)
Message 3
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Anyone remember whether the oil filter for the IO540D4A5 is the 48110-1?
need to order but haven't removed the cowl yet. Anyone using the Kelly
Aerospace filters?
Message 4
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Yes....that's right. I've used kelly, tempest, and champion. The
Kelly are the worst of the three. Champions are good...but the
Tempest is the best, so now that's all I buy. I've used at least two
of each brand on my -10.
Tim
On Mar 28, 2010, at 2:01 PM, "DLM" <dlm46007@cox.net> wrote:
> Anyone remember whether the oil filter for the IO540D4A5 is the
> 48110-1? need to order but haven't removed the cowl yet. Anyone
> using the Kelly Aerospace filters?
>
>
Message 5
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all I find on the aircraft spruce site for 48110 is a Tempest 48110-2?
_____
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Tim Olson
Sent: Sunday, March 28, 2010 12:14 PM
Subject: Re: RV10-List: oil filter
Yes....that's right. I've used kelly, tempest, and champion. The Kelly
are the worst of the three. Champions are good...but the Tempest is the
best, so now that's all I buy. I've used at least two of each brand on my
-10.
Tim
On Mar 28, 2010, at 2:01 PM, "DLM" <dlm46007@cox.net> wrote:
Anyone remember whether the oil filter for the IO540D4A5 is the 48110-1?
need to order but haven't removed the cowl yet. Anyone using the Kelly
Aerospace filters?
Message 6
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Depends on your adapter. Some use 48108 & some use 48110. I also
only use Tempest anymore.
Jesse Saint
Saint Aviation
jesse@saintaviation.com
352-427-0285
Sent from my iPhone
On Mar 28, 2010, at 3:01 PM, "DLM" <dlm46007@cox.net> wrote:
> Anyone remember whether the oil filter for the IO540D4A5 is the
> 48110-1? need to order but haven't removed the cowl yet. Anyone
> using the Kelly Aerospace filters?
>
>
Message 7
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I think the -2 just is their latest revision on th 48110.
Tim
On Mar 28, 2010, at 2:26 PM, "DLM" <dlm46007@cox.net> wrote:
> all I find on the aircraft spruce site for 48110 is a Tempest 48110-2?
>
> From: owner-rv10-list-server@matronics.com [mailto:owner-rv10-list-
> server@matronics.com] On Behalf Of Tim Olson
> Sent: Sunday, March 28, 2010 12:14 PM
> To: rv10-list@matronics.com
> Subject: Re: RV10-List: oil filter
>
> Yes....that's right. I've used kelly, tempest, and champion. The
> Kelly are the worst of the three. Champions are good...but the
> Tempest is the best, so now that's all I buy. I've used at least
> two of each brand on my -10.
> Tim
>
>
> On Mar 28, 2010, at 2:01 PM, "DLM" <dlm46007@cox.net> wrote:
>
>> Anyone remember whether the oil filter for the IO540D4A5 is the
>> 48110-1? need to order but haven't removed the cowl yet. Anyone
>> using the Kelly Aerospace filters?
>>
>>
>>
>
>
> 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 8
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I just asked Tim the same question off-line.
I have the oil filter adapter from B&C which uses the 48108-1.
Tempest only sells a 48108-2.
Spinal Tap would day it is one better. (very few will get that one)
-Scott
Sent from my iPhone
On Mar 28, 2010, at 1:26 PM, "DLM" <dlm46007@cox.net> wrote:
all I find on the aircraft spruce site for 48110 is a Tempest 48110-2?
From: owner-rv10-list-server@matronics.com [mailto:owner-rv10-list-server@matronics.com] On Behalf Of Tim Olson
Sent: Sunday, March 28, 2010 12:14 PM
Subject: Re: RV10-List: oil filter
Yes....that's right. I've used kelly, tempest, and champion. The Kelly are the
worst of the three. Champions are good...but the Tempest is the best, so now
that's all I buy. I've used at least two of each brand on my -10.
Tim
On Mar 28, 2010, at 2:01 PM, "DLM" <dlm46007@cox.net> wrote:
Anyone remember whether the oil filter for the IO540D4A5 is the 48110-1? need to
order but haven't removed the cowl yet. Anyone using the Kelly Aerospace filters?
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 9
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Message 10
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Which filter you need depends on what oil filter adapter you have. If it
is Lycoming, you are correct. If it is aftermarket you need to know
whether it includes a pressure relief valve or not, and whether there is
a stud for the filter to screw on, or female threads for stud on filter.
Getting the wrong filter can cause filter media to collapse, and if
there isn't a bypass valve where there should be, oil starvation can
result. Seems like someone on this list...maybe it was another list had
a question to LPM, that resulted in their blaming the Kelly filter, when
in fact, it was the wrong filter for the engine adapter on the engine.
This is one of those items that should be in your maintenance manual
when you put it together...verifying with whoever built the engine what
filter is called for.
On 3/28/2010 12:01 PM, DLM wrote:
> Anyone remember whether the oil filter for the IO540D4A5 is the 48110-1?
> need to order but haven't removed the cowl yet. Anyone using the Kelly
> Aerospace filters?
>
> *
>
>
> *
Message 11
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Woops, I meant say not day. =0A=0ABob, I am very impressed. I always unde
restimate the well roundness of this group. =0A=0A Scott Schmidt=0Ascottms
chmidt@yahoo.com=0A=0A=0A=0A=0A=0A________________________________=0AFrom:
"Condrey, Bob (US SSA)" <bob.condrey@baesystems.com>=0ATo: "rv10-list@matro
nics.com" <rv10-list@matronics.com>=0ASent: Sun, March 28, 2010 2:06:33 PM
=0ASubject: Re: RV10-List: oil filter=0A=0A=0ABut do they have a -11?=0A=0A
Bob=0A=0A=0A________________________________=0A From: owner-rv10-list-serve
r@matronics.com <owner-rv10-list-server@matronics.com> =0ATo: rv10-list@mat
ronics.com <rv10-list@matronics.com> =0ASent: Sun Mar 28 13:03:36 2010=0ASu
bject: Re: RV10-List: oil filter =0A=0A=0AI just asked Tim the same questio
n off-line. =0AI have the oil filter adapter from B&C which uses the 48108-
1. =0ATempest only sells a 48108-2. =0A=0ASpinal Tap would day it is one be
tter. (very few will get that one)=0A=0A-Scott=0A=0ASent from my iPhone=0A
=0AOn Mar 28, 2010, at 1:26 PM, "DLM" <dlm46007@cox.net> wrote:=0A=0A=0A>
=0A>all I find on the aircraft spruce site for 48110 is a Tempest =0A>48110
-2?=0A>=0A>=0A________________________________=0A From: owner-rv10-list-ser
ver@matronics.com >[mailto:owner-rv10-list-server@matronics.com] On Behalf
Of Tim =0A>Olson=0A>Sent: Sunday, March 28, 2010 12:14 PM=0A>To: rv10-list@
matronics.com=0A>Subject: Re: RV10-List: oil =0A>filter=0A>=0A>=0A>Yes....t
hat's right. I've used kelly, tempest, and champion. =0A> The Kelly are t
he worst of the three. Champions are good...but the =0A>Tempest is the bes
t, so now that's all I buy. I've used at least two of =0A>each brand on my
-10.=0A>Tim=0A>=0A>=0A>=0A>=0A>On Mar 28, 2010, at 2:01 PM, "DLM" <dlm4600
7@cox.net> wrote:=0A>=0A>=0A>Anyone remember =0A>> whether the oil filter
for the IO540D4A5 is the 48110-1? need to order but =0A>> haven't removed
the cowl yet. Anyone using the Kelly Aerospace =0A>> filters?=0A>> =0A>>
=0A>>=0A>=0A>=0A>href="http://www.matronics.com/Navigator?RV10-List">http
://www.matronics.com/Navigator?RV10-List=0A>href="http://forums.matronics
.com">http://forums.matronics.com=0A>href="http://www.matronics.com/contr
=========0A=0A=C2=C2=B7=BA~=B0=C3=AD=C2=B2,
=C3=9Eg(=93=C5-=C3=93M4=C3=93G=C3=9Aq=C3=BC=C2=A2=C3=C3=A2z=C2
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=C2j|=B9=C5-=C3=8Bn=C2=B6)b=C2=B6'=C2=AC=C2=B2=C3=A7!j=C3=82=C3
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=C2=AE=C5=92,x(Z=C2=B4P
Message 12
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"According to the Vans site, gross weight stall occurs at 55kts."
Isn't this with full flaps? Va should be 1.95 times the no flaps, calibrated stall
speed.
--------
Bob Turner
RV-10 QB
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=292125#292125
Message 13
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Yes Bob, no flap stall speed should be used.
--------
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=292128#292128
Message 14
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True...I have the standard spin-on adapter. If someone has the B&C,
Airwolf, ADC or other, they should make note of what adapter is proper
for their engine and what filter fits their adapter. If you just do a
plain search by engine model you'll find 48110 but you may not use
that one depending on your other choices.
If you require a 48108, the Tempest is available for that one
too...and again is the top of the line.
Tim
On Mar 28, 2010, at 3:32 PM, Kelly McMullen <kellym@aviating.com> wrote:
>
> Which filter you need depends on what oil filter adapter you have.
> If it is Lycoming, you are correct. If it is aftermarket you need to
> know whether it includes a pressure relief valve or not, and whether
> there is a stud for the filter to screw on, or female threads for
> stud on filter.
> Getting the wrong filter can cause filter media to collapse, and if
> there isn't a bypass valve where there should be, oil starvation can
> result. Seems like someone on this list...maybe it was another list
> had a question to LPM, that resulted in their blaming the Kelly
> filter, when in fact, it was the wrong filter for the engine adapter
> on the engine. This is one of those items that should be in your
> maintenance manual when you put it together...verifying with whoever
> built the engine what filter is called for.
>
> On 3/28/2010 12:01 PM, DLM wrote:
>> Anyone remember whether the oil filter for the IO540D4A5 is the
>> 48110-1?
>> need to order but haven't removed the cowl yet. Anyone using the
>> Kelly
>> Aerospace filters?
>>
>> *
>>
>>
>> *
>
>
Message 15
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After reviewing the development of the RV10, the normal category tests were
done and the same wing fixture tested and passed all FAR 23 tests at 5.7 Gs
that is 1.5 times the normal category 3.8g. Solving the equation of the
square root of 3.8 divided into the Va value of 125 KIAS; the clean stall
computes to 65 KIAS. Hence the published stall on the performance chart must
be with flaps extended. The likely value for a gross weight value is 64 KIAS
and a multiplier of 1.95 which gives 125 KIAS.
-----Original Message-----
From: DLM [mailto:dlm46007@cox.net]
Sent: Saturday, March 27, 2010 8:44 PM
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 16
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| Subject: | current limiter mount |
I seem to remember a while back someone posting about finding a cool
current limiter mount that would handle two for a dual alternator
setup.It also has a cover.
I've searched the archives, no joy. Anyone find such a devise?
Chris Hukill
Closing up the wings and wiring the machine
Message 17
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My son, Paul, got his private license on Thurs after about 3 weeks of pretty intensive
training. He got his complex, high performance endorsement this afternoon
so I've got a safety pilot that can log RV-10 time. I have a feeling I"m
going to need a lot instrument refreshing. Like Tim O and Andrea, we have no
hope of getting him insured for the 10 on his own. We are thinking of reviving
my long dormant Long-EZ so he can build some time.
Two of the three kids that we used to haul OSH have now gone on to be pilots.
Being exposed to aviation does turn kids into pilots. So if you have a chance
to take kid to OSH be sure to make the opportunity available to them. My brother-in-law
is now a Captain with Spirit Airlines. The third kid is probably
a lost cause as far as piloting goes.
The ice went out on our lake this afternoon so spring has definitely arrived in
the northland. The downside is that there a lot less emergency landing spaces
than there were before. Usually ice-out is about mid-April.
Sheldon Olesen
N475PV 150 hours
Message 18
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My son, Paul, got his private license on Thurs after about 3 weeks of pretty intensive
training. He got his complex, high performance endorsement this afternoon
so I've got a safety pilot that can log RV-10 time. I have a feeling I"m
going to need a lot instrument refreshing. Like Tim O and Andrea, we have no
hope of getting him insured for the 10 on his own. We are thinking of reviving
my long dormant Long-EZ so he can build some time.
Two of the three kids that we used to haul OSH have now gone on to be pilots.
Being exposed to aviation does turn kids into pilots. So if you have a chance
to take kid to OSH be sure to make the opportunity available to them. My brother-in-law
is now a Captain with Spirit Airlines. The third kid is probably
a lost cause as far as piloting goes.
The ice went out on our lake this afternoon so spring has definitely arrived in
the northland. The downside is that there a lot less emergency landing spaces
than there were before. Usually ice-out is about mid-April.
Sheldon Olesen
N475PV 150 hours
Message 19
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And I just wanted to say, thanks Scott, for reminding my Maule and I why
we are spending more time in the shop building, and less time flying to
far away destinations.
I would note that I had a 10knot headwind component on the return
flight. It was so slow I didn't dare time it.
Congrats on the new passenger!
Bill "the pants" Watson
do not archive
Scott Schmidt wrote:
> 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" <dlm46007@cox.net
> <mailto:dlm46007@cox.net>> 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>
>> [mailto:owner-rv10-list-server@matronics.com] *On Behalf Of *Scott
>> Schmidt
>> *Sent:* Saturday, March 27, 2010 11:28 AM
>> *To:* rv10-list@matronics.com <mailto:rv10-list@matronics.com>
>> *Subject:* Re: RV10-List: Autopilot
>>
>> With the -10 it should have been around 2 hours 42 minutes.
>>
>> Scott Schmidt
>> scottmschmidt@yahoo.com <mailto:scottmschmidt@yahoo.com>
>>
>>
>> ------------------------------------------------------------------------
>> *From:* Bill Mauledriver Watson <MauleDriver@nc.rr.com
>> <mailto:MauleDriver@nc.rr.com>>
>> *To:* rv10-list@matronics.com <mailto:rv10-list@matronics.com>
>> *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 20
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Big Congrats to Paul, Sheldon! What did he do his training in,
by the way? Andrea's doing pretty well in the RV-10 these days,
and now that she's signed off with the HP rating she can actually
steal some of my flying opportunities from me. It actually
is a love/hate thing.....I opened a can of worms there....now
we get to fight for who gets the stick, and along with it,
who gets the time. :) Luckily I passed into the 4-digit numbers
so now I don't care as much, or she may have been ticked off at me
all the time.
It's been a real nice spring up here as far as weather goes,
so we're enjoying it.
Tim Olson - RV-10 N104CD
do not archive
Sheldon Olesen wrote:
> <saolesen@sirentel.net>
>
>
> My son, Paul, got his private license on Thurs after about 3 weeks of
> pretty intensive training. He got his complex, high performance
> endorsement this afternoon so I've got a safety pilot that can log
> RV-10 time. I have a feeling I"m going to need a lot instrument
> refreshing. Like Tim O and Andrea, we have no hope of getting him
> insured for the 10 on his own. We are thinking of reviving my long
> dormant Long-EZ so he can build some time.
>
> Two of the three kids that we used to haul OSH have now gone on to be
> pilots. Being exposed to aviation does turn kids into pilots. So if
> you have a chance to take kid to OSH be sure to make the opportunity
> available to them. My brother-in-law is now a Captain with Spirit
> Airlines. The third kid is probably a lost cause as far as piloting
> goes.
>
> The ice went out on our lake this afternoon so spring has definitely
> arrived in the northland. The downside is that there a lot less
> emergency landing spaces than there were before. Usually ice-out is
> about mid-April.
>
>
>
>
> Sheldon Olesen N475PV 150 hours
>
Message 21
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| Subject: | Page Update after ACI |
It's been a while since I did a write-up, and now that I'm done with my
Annual Condition Inspection and a bunch of winter projects, I decided
to quick do an update.
http://www.myrv10.com/N104CD/index.html
I only make note to this one because it just happens that I covered some
things like USB panel jacks, brake lines, brake fluid, door latches,
and lots of topics...some of which some people may have some interest
in or use it to get ideas from.
--
Tim Olson - RV-10 N104CD
do not archive
Message 22
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| Subject: | Re: Static lines |
Left side as my dual GRT AHRS is mounted aft on that side. Dual means twice the
fun in this case.
Jay
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=292170#292170
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