Today's Message Index:
----------------------
0. 12:24 AM - No "Black Friday" For List Fund Raiser... (Matt Dralle)
1. 07:05 AM - Re: Re: engine mount ears and attaching the Bendix Throttle body (John Gonzalez)
2. 07:25 AM - Retrofit stall warning system (Sheldon Olesen)
3. 07:26 AM - Re: Re: engine mount ears and attaching the Bendix Throttle body (Linn Walters)
4. 07:36 AM - Re: Re: engine mount ears and attaching the Bendix Throttle body (Kelly McMullen)
5. 07:39 AM - Re: Retrofit stall warning system (Kelly McMullen)
6. 08:09 AM - Re: Retrofit stall warning system (Linn Walters)
7. 08:39 AM - Re: Retrofit stall warning system (David Leikam)
8. 09:34 AM - Re: Retrofit stall warning system (DLM)
9. 10:42 AM - Retrofit Stall warning Decision (Sheldon Olesen)
10. 11:03 AM - Re: Retrofit stall warning system (John Cox)
11. 11:06 AM - Re: Retrofit Stall warning Decision (Linn Walters)
12. 12:33 PM - Interior door handle mechanism (woxofswa)
13. 12:38 PM - Re: Retrofit Stall warning Decision (Bill Watson)
14. 01:07 PM - Re: Interior door handle mechanism (Bob Leffler)
15. 01:08 PM - Re: Interior door handle mechanism (g.combs)
16. 01:10 PM - Re: Retrofit stall warning system (davidsoutpost@comcast.net)
17. 01:12 PM - Re: Retrofit Stall warning Decision (Sheldon Olesen)
18. 01:29 PM - Re: Interior door handle mechanism (woxofswa)
19. 02:10 PM - Re: Retrofit stall warning system (Scott Schmidt)
20. 02:13 PM - Re: Retrofit Stall warning Decision (Scott Schmidt)
21. 02:30 PM - Re: engine mount ears and attaching the Bendix Throttle body (Bob Turner)
22. 02:41 PM - Re: Retrofit Stall warning Decision (Bob Turner)
23. 06:24 PM - NavWorx ADS-B on Dynon SkyView (Jesse Saint)
24. 07:09 PM - Re: NavWorx ADS-B on Dynon SkyView (Kelly McMullen)
25. 08:24 PM - Re: NavWorx ADS-B on Dynon SkyView (Tim Olson)
26. 10:10 PM - Re: NavWorx ADS-B on Dynon SkyView (Lenny Iszak)
27. 10:41 PM - Kuntzleman tail light mounting (Rob Kochman)
Message 0
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| Subject: | No "Black Friday" For List Fund Raiser... |
Dear Listers,
Curiously, even though the number of List subscriptions are significantly up this
year, support during this year's Fund Raiser is still substantially behind
last year. There are only a couple more days left in November and the end of
the Fund Raiser is quickly approaching.
I have always preferred a non-commercial List experience as many, many members
have also expressed that they do as well. However, if the yearly fund raiser
cannot generate sufficient funds to keep the bills paid, other sources of income
might be required including some sort of advertising. Please don't let that
happen! Your personal Contribution of $20 or $30 goes a long ways to keeping
the operation a float.
Please make sure your name is on this year's List of Contributors published in
December.
The Contribution site is secure, quick, and easy:
http://www.matronics.com/contribution
Or, drop a personal check in the mail to:
Matt Dralle / Matronics
581 Jeannie Way
Livermore CA 94550
USA
Thank you in advance for your support!
Matt Dralle
Matronics Email List and Forum Administrator
Message 1
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| Subject: | Re: engine mount ears and attaching the Bendix Throttle |
body
Hi Bob=2C
I have all the manuals and I am still confused. The service table of limits
says=2C "standard torque unless otherwise listed." That means all those ot
her lised items in Section V have special requirements.
The beginning of section V lists=2C Studs. Although is uses the word studs
=2C it doesn't say=2C Engine mount ear studs.
Looking at the parts manual=2C the nomenclature spells out these four bolts
=2C sixteen total=2C eminating out of the case=2C which attach to the engi
ne mount ears as=2C STUDS.
The service table of limits states Minimum driving torque in Inch/pounds wi
th very low values. These low values would make no sense for these engine e
ar studs.
One would think that these studs holding the engine mount ears would be lis
ted=2C as they would need to be very strong=2C handle vibration and heat. S
o I am assuming that they have the standard torque for a 3/8-16 bolt of 30
Ft/Lbs. But under section V=2C 3/8-16 studs are listed as 50 Inch/Lbs...thi
s is a huge difference!!!
I am simply trying to be very thorough as I have broken bolts and screws wi
th these long torque wrenches before and these studs are very important.
Thanks=2C
John
> Subject: RV10-List: Re: engine mount ears and attaching the Bendix Thrott
le body
> From: bobturner@alum.rpi.edu
> Date: Fri=2C 26 Nov 2010 22:01:03 -0800
> To: rv10-list@matronics.com
>
>
> You need to get hold of the Lycoming manual. (search on line). Many of th
e torques recommended by Lycoming are higher than standard for AN. I don't
know why. Maybe because they also use lock washers? Or the high vibration l
evels?
>
> You got 2 gaskets so if you use Van's part to hold the cable ends=2C it g
oes between the throttle body and the engine=2C with one gasket on either s
ide.
>
> Bob
>
> --------
> Bob Turner
> RV-10 QB
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=321117#321117
>
>
>
>
>
>
>
===========
===========
===========
===========
>
>
>
Message 2
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| Subject: | Retrofit stall warning system |
I didn't put the stall warning system in when I built the plane and instead decided
to use the angle of attack warning. I now think this was a mistake.
Has anyone retrofitted the stall warning system on a completed plane, and if so,
how difficult was the process?
Sheldon Olesen
N475PV 237 hrs
Message 3
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| Subject: | Re: engine mount ears and attaching the Bendix Throttle |
body
I'm definitely no expert, but thought I'd comment anyway.
On 11/27/2010 10:01 AM, John Gonzalez wrote:
> Hi Bob,
>
> I have all the manuals and I am still confused. The service table of
> limits says, "*standard torque unless otherwise listed*." That means
> all those other lised items in Section V have special requirements.
>
> The beginning of section V lists, *Studs*. Although is uses the word
> studs, it *doesn't* say, *Engine mount ear studs.*
That would imply that a stud is a stud ...... and we're talking
fasteners here!!!
>
> Looking at the parts manual, the *nomenclature *spells out these four
> bolts, sixteen total, eminating out of the case, which attach to the
> engine mount ears as, *STUDS*.
OK. Sounds good to me.
>
> The service table of limits states Minimum driving torque in
> *Inch/pounds* with very low values. These low values would make no
> sense for these engine ear studs.
>
> One would think that these studs holding the engine mount ears would
> be listed, as they would need to be very strong, handle vibration and
> heat. So I am assuming that they have the standard torque for a 3/8-16
> bolt of 30 Ft/Lbs. But under section V, 3/8-16 *studs* are listed as
> 50 Inch/Lbs...this is a huge difference!!!
I haven't looked, but I think these studs are in shear, not tension????
Please correct me if I'm wrong. No matter how tight you get the stud,
it won't change it's 'holding power'. It did surprise me the difference
in torque on bolts Vs. studs though.
>
> I am simply trying to be very thorough as I have broken bolts and
> screws with these long torque wrenches before and these studs are very
> important.
Very important indeed. If you're still concerned, use some Loctite
...... or lock nuts.
Linn
>
>
> Thanks,
>
> John
>
> > Subject: RV10-List: Re: engine mount ears and attaching the Bendix
> Throttle body
> > From: bobturner@alum.rpi.edu
> > Date: Fri, 26 Nov 2010 22:01:03 -0800
> > To: rv10-list@matronics.com
> >
> >
> > You need to get hold of the Lycoming manual. (search on line). Many
> of the torques recommended by Lycoming are higher than standard for
> AN. I don't know why. Maybe because they also use lock washers? Or the
> high vibration levels?
> >
> > You got 2 gaskets so if you use Van's part to hold the cable ends,
> it goes between the throttle body and the engine, with one gasket on
> either side.
> >
> > Bob
> >
> > --------
> > Bob Turner
> > RV-10 QB
> >
> >
> >
> >
> > Read this topic online here:
> >
> > http://forums.matronics.com/viewtopic.php?p=321117#321117
> >
> >
> >
> > <======================
> &g==
> >
> >
> >
> *
>
> *
Message 4
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| Subject: | Re: engine mount ears and attaching the Bendix Throttle |
body
As to your mount ears...the table you are looking at for minimum driving
torque I believe is for installation of studs into the case. You can
always call Lycoming. I expect the 30 ft lbs you are looking at for the
nuts securing the ears to the studs.
You can always call Lycoming.
On 11/27/2010 8:01 AM, John Gonzalez wrote:
> Hi Bob,
>
> I have all the manuals and I am still confused. The service table of
> limits says, "*standard torque unless otherwise listed*." That means
> all those other lised items in Section V have special requirements.
>
> The beginning of section V lists, *Studs*. Although is uses the word
> studs, it *doesn't* say, *Engine mount ear studs.*
>
> Looking at the parts manual, the *nomenclature *spells out these four
> bolts, sixteen total, eminating out of the case, which attach to the
> engine mount ears as, *STUDS*.
>
> The service table of limits states Minimum driving torque in
> *Inch/pounds* with very low values. These low values would make no
> sense for these engine ear studs.
>
> One would think that these studs holding the engine mount ears would
> be listed, as they would need to be very strong, handle vibration and
> heat. So I am assuming that they have the standard torque for a 3/8-16
> bolt of 30 Ft/Lbs. But under section V, 3/8-16 *studs* are listed as
> 50 Inch/Lbs...this is a huge difference!!!
>
> I am simply trying to be very thorough as I have broken bolts and
> screws with these long torque wrenches before and these studs are very
> important.
>
>
> Thanks,
>
> John
>
> > Subject: RV10-List: Re: engine mount ears and attaching the Bendix
> Throttle body
> > From: bobturner@alum.rpi.edu
> > Date: Fri, 26 Nov 2010 22:01:03 -0800
> > To: rv10-list@matronics.com
> >
> >
> > You need to get hold of the Lycoming manual. (search on line). Many
> of the torques recommended by Lycoming are higher than standard for
> AN. I don't know why. Maybe because they also use lock washers? Or the
> high vibration levels?
> >
> > You got 2 gaskets so if you use Van's part to hold the cable ends,
> it goes between the throttle body and the engine, with one gasket on
> either side.
> >
> > Bob
> >
> > --------
> > Bob Turner
> > RV-10 QB
> >
> >
> >
> >
> > Read this topic online here:
> >
> > http://forums.matronics.com/viewtopic.php?p=321117#321117
> >
> >
> >
> > <======================
> &g==
> >
> >
> >
> *
>
> *
Message 5
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| Subject: | Re: Retrofit stall warning system |
Well, having put the stall warning vane in awhile back, I'd say you
would need to remove the fuel tank for access, then fish the wiring,
probably not to hard through behind the spar to the wing root...just
removing the inspection panels for......access. The install to the rib
adjacent to the slot is not too hard, although you may need to use a few
pop rivets if you don't have room for solid rivets.
On 11/27/2010 8:19 AM, Sheldon Olesen wrote:
> --> RV10-List message posted by: Sheldon Olesen<saolesen@sirentel.net>
>
>
> I didn't put the stall warning system in when I built the plane and instead decided
to use the angle of attack warning. I now think this was a mistake.
> Has anyone retrofitted the stall warning system on a completed plane, and if
so, how difficult was the process?
>
> Sheldon Olesen
> N475PV 237 hrs
>
>
Message 6
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| Subject: | Re: Retrofit stall warning system |
On 11/27/2010 10:19 AM, Sheldon Olesen wrote:
> --> RV10-List message posted by: Sheldon Olesen<saolesen@sirentel.net>
>
>
> I didn't put the stall warning system in when I built the plane and instead decided
to use the angle of attack warning. I now think this was a mistake.
Why would it be a mistake? Just curious.
Linn
>
> Has anyone retrofitted the stall warning system on a completed plane, and if
so, how difficult was the process?
>
> Sheldon Olesen
> N475PV 237 hrs
>
>
Message 7
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| Subject: | Re: Retrofit stall warning system |
I am curious to know your reason for this decision?
David Leikam
RV10
N89DA
On Nov 27, 2010, at 8:19 AM, Sheldon Olesen wrote:
>
>
> I didn't put the stall warning system in when I built the plane and instead decided
to use the angle of attack warning. I now think this was a mistake.
> Has anyone retrofitted the stall warning system on a completed plane, and if
so, how difficult was the process?
>
> Sheldon Olesen
> N475PV 237 hrs
>
>
>
>
>
Message 8
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| Subject: | Re: Retrofit stall warning system |
Disregarding the paint ; it appears as though it would be mechanically easy
but runnung the iwring ino the panel will take a lot of time. But the
question is
WHY? At the stall is approached the elevator shakes like rag doll and is
easily felt in the stick
----- Original Message -----
From: "David Leikam" <daveleikam@wi.rr.com>
Sent: Saturday, November 27, 2010 9:35 AM
Subject: Re: RV10-List: Retrofit stall warning system
>
> I am curious to know your reason for this decision?
>
> David Leikam
> RV10
> N89DA
>
>
> On Nov 27, 2010, at 8:19 AM, Sheldon Olesen wrote:
>
>>
>>
>> I didn't put the stall warning system in when I built the plane and
>> instead decided to use the angle of attack warning. I now think this was
>> a mistake.
>> Has anyone retrofitted the stall warning system on a completed plane, and
>> if so, how difficult was the process?
>>
>> Sheldon Olesen
>> N475PV 237 hrs
>>
>>
>>
>>
>>
>
>
>
Message 9
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| Subject: | Retrofit Stall warning Decision |
On my last flight to FL, I was getting ready to land at KVNC when a helicopter
called. He stated he was at 200' long the coast and heading toward KVNC. About
20 minutes prior to this I was nearly involved in a mid-air flying around the
Tampa Class B. I didn't get a TIS warning because the 480 quit commicating
with the 330. I switched to the EFIS map and was shocked to see a red warning
flashing. A twin flew directly under me at about about 100-200' below. Because
of this close encounter of the metallic kind, I got really distracted about
the helicopter. As a result I was paying too much attention to the outside
and not enough attention to the A/S. I did eventually hear the AOA warning but
it was VERY easy to ignore as ANOTHER VOICE on the radio. I now think the horn
would be a different sound and catch the pilot's attention if all else fails.
Sheldon Olesen
N475PV 237 hrs and still in one piece and I'm trying to keep it that way!
Sent from my iPad
Message 10
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| Subject: | Retrofit stall warning system |
Sheldon, can you share why you think your action was a mistake?
John Cox
________________________________
From: owner-rv10-list-server@matronics.com on behalf of Sheldon Olesen
Sent: Sat 11/27/2010 7:19 AM
Subject: RV10-List: Retrofit stall warning system
I didn't put the stall warning system in when I built the plane and
instead decided to use the angle of attack warning. I now think this
was a mistake.
Has anyone retrofitted the stall warning system on a completed plane,
and if so, how difficult was the process?
Sheldon Olesen
N475PV 237 hrs
Message 11
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| Subject: | Re: Retrofit Stall warning Decision |
Wow! That was exciting!!! FWIW, we've had two destroyed and one
damaged due to practicing too slow flight close to the ground. No
fatalities.
However, the close encounters had nothing to do with the A/S. As
someone else pointed out the tail shakes before the stall (but I don't
know about that either), so a stall warning horn may not have helped.
As you gain more experience (not like the close encounter kinds) you'll
feel and hear what your airplane does. That will serve you better than
a stall warning. Having said that, which one do you 'count on', the AOA
or the stall horn????
Some observations: When I'm approaching my destination I pull the
throttle back to give me about 80 in level flight .... different RPM for
different airplanes. In the pattern, usually on base, I'll reset the
power for my descent to the runway. I don't have to look inside the
cockpit once I'm in the pattern. Looking and listening are my top
priorities.
I'd be more worried why you had the equipment failure, and whether you
could increase the volume or type of sound of the AOA.
Linn
On 11/27/2010 12:38 PM, Sheldon Olesen wrote:
> --> RV10-List message posted by: Sheldon Olesen<saolesen@sirentel.net>
>
> On my last flight to FL, I was getting ready to land at KVNC when a helicopter
called. He stated he was at 200' long the coast and heading toward KVNC. About
20 minutes prior to this I was nearly involved in a mid-air flying around
the Tampa Class B. I didn't get a TIS warning because the 480 quit commicating
with the 330. I switched to the EFIS map and was shocked to see a red warning
flashing. A twin flew directly under me at about about 100-200' below. Because
of this close encounter of the metallic kind, I got really distracted about
the helicopter. As a result I was paying too much attention to the outside
and not enough attention to the A/S. I did eventually hear the AOA warning
but it was VERY easy to ignore as ANOTHER VOICE on the radio. I now think the
horn would be a different sound and catch the pilot's attention if all else
fails.
>
>
> Sheldon Olesen
> N475PV 237 hrs and still in one piece and I'm trying to keep it that way!
>
>
> Sent from my iPad
>
>
Message 12
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| Subject: | Interior door handle mechanism |
Anybody know of aftermarket interior door handles that don't look like they belong
on a soap box derby car?
Thanks in advance.
--------
Myron Nelson
Mesa, AZ
Emp completed, QB wings completed, legacy build fuse in mostly done, finishing
kit in progress.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=321222#321222
Message 13
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| Subject: | Re: Retrofit Stall warning Decision |
There's the case for the stone simple electro-mechanical stall warning
system. Under normal conditions and following normal procedures, stall
warning shouldn't be an issue. Given any interruptions, abnormal
conditions or abnormal procedures, that's when the backup warning is
needed. Same goes for gear warnings but we don't have that problem.
On 11/27/2010 12:38 PM, Sheldon Olesen wrote:
> --> RV10-List message posted by: Sheldon Olesen<saolesen@sirentel.net>
>
> On my last flight to FL, I was getting ready to land at KVNC when a helicopter
called. He stated he was at 200' long the coast and heading toward KVNC. About
20 minutes prior to this I was nearly involved in a mid-air flying around
the Tampa Class B. I didn't get a TIS warning because the 480 quit commicating
with the 330. I switched to the EFIS map and was shocked to see a red warning
flashing. A twin flew directly under me at about about 100-200' below. Because
of this close encounter of the metallic kind, I got really distracted about
the helicopter. As a result I was paying too much attention to the outside
and not enough attention to the A/S. I did eventually hear the AOA warning
but it was VERY easy to ignore as ANOTHER VOICE on the radio. I now think the
horn would be a different sound and catch the pilot's attention if all else
fails.
>
>
> Sheldon Olesen
> N475PV 237 hrs and still in one piece and I'm trying to keep it that way!
>
Message 14
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| Subject: | Interior door handle mechanism |
Yes, Geoff Combs showed a product at OSH this year that he's about ready
to start selling. If anyone has photos of his aircraft at OSH online,
you can see them. You'll need to talk with Geoff to get details and
availability timing.
bob
-----Original Message-----
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of woxofswa
Sent: Saturday, November 27, 2010 3:30 PM
Subject: RV10-List: Interior door handle mechanism
Anybody know of aftermarket interior door handles that don't look like they
belong on a soap box derby car?
Thanks in advance.
--------
Myron Nelson
Mesa, AZ
Emp completed, QB wings completed, legacy build fuse in mostly done,
finishing kit in progress.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=321222#321222
Message 15
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| Subject: | Re: Interior door handle mechanism |
Myron these will be available very soon from Aerosport Products. They are a
30 minute install to any stock RV-10 door handle. They will come with gear
box cover as seen
in the photo.
Geoff
www.aerosportproducts.com
----- Original Message -----
From: "woxofswa" <woxof@aol.com>
Sent: Saturday, November 27, 2010 3:29 PM
Subject: RV10-List: Interior door handle mechanism
>
> Anybody know of aftermarket interior door handles that don't look like
> they belong on a soap box derby car?
>
> Thanks in advance.
>
> --------
> Myron Nelson
> Mesa, AZ
> Emp completed, QB wings completed, legacy build fuse in mostly done,
> finishing kit in progress.
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=321222#321222
>
>
>
Message 16
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| Subject: | Re: Retrofit stall warning system |
Sheldon,
I also have AOA but elected to put in the stall warning when I built the plane.
It is an added safety feature that cost nothing additional since it came with
the kit other than a few hours of time. I listened to all the nay sayers but
went with common sense. It will take you a bit longer to retro-fit but I say do
it if you want that added warning.
David Clifford
RV-10 Builder
65% Done-95% To Go
N849RV (reserved)
----- Original Message -----
From: "Sheldon Olesen" <saolesen@sirentel.net>
Sent: Saturday, November 27, 2010 10:19:05 AM
Subject: RV10-List: Retrofit stall warning system
I didn't put the stall warning system in when I built the plane and instead decided
to use the angle of attack warning. I now think this was a mistake.
Has anyone retrofitted the stall warning system on a completed plane, and if so,
how difficult was the process?
Sheldon Olesen
N475PV 237 hrs
Message 17
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| Subject: | Re: Retrofit Stall warning Decision |
Linn, John and others,
Thank you all for the comments. That's what makes the list valuable. My initial
analysis of the AOA vs stall horn came down squarely on the side of the AOA.
My point is that in a high traffic area with heavy radio traffic the warning
message can get lost in all the radio traffic coming through the audio panel.
At the time I was flying, there was almost constant radio traffic that competed
with the message the AOA sent. While sitting in my hanger the AOA message
is more than adequate, but when in a high radio traffic area and being distracted
the message may get lost. An AOA that could give the "Angle, angle, push"
warning and then trigger a horn closer to the stall event would be more
ideal in my estimation. Since my AOA cannot trigger a horn then the next best
thing is the old stall warning system.
The plane never got into stall buffet and probably wasn't that close to a stall
situation. I setup the plane to fly at a certain air speed in the pattern, base,
and final. I try to look outside the plane as much as possible and just
glance at the ASI to make sure all is well. I do use the AOA and try and keep
2 yellow lights during the descent for landing. After "incidents" while
flying I try to analyze what went wrong and try to eliminate the cause. I sure
would hate for my "incident" to raise the insurance rates for the rest of you
and make funeral directors happy.
As far as the equipment failure is concerned, I have checked the wiring between
the 480 and the 330 and all is okay. I think the 480 is failing because I am
now getting warnings for the air fuel data, the transponder and I have noticed
the ILS vertical needle is missing during startup. I still need to check the
software settings for both the the 330 and the 480. Realistically, I think
a trip to avionics shop is in order.
Sheldon Olesen
N475PV
On Nov 27, 2010, at 1:03 PM, Linn Walters wrote:
>
> Wow! That was exciting!!! FWIW, we've had two destroyed and one damaged due
to practicing too slow flight close to the ground. No fatalities.
>
> However, the close encounters had nothing to do with the A/S. As someone else
pointed out the tail shakes before the stall (but I don't know about that either),
so a stall warning horn may not have helped. As you gain more experience
(not like the close encounter kinds) you'll feel and hear what your airplane
does. That will serve you better than a stall warning. Having said that, which
one do you 'count on', the AOA or the stall horn????
>
> Some observations: When I'm approaching my destination I pull the throttle back
to give me about 80 in level flight .... different RPM for different airplanes.
In the pattern, usually on base, I'll reset the power for my descent to
the runway. I don't have to look inside the cockpit once I'm in the pattern.
Looking and listening are my top priorities.
>
> I'd be more worried why you had the equipment failure, and whether you could
increase the volume or type of sound of the AOA.
>
> Linn
>
>
> On 11/27/2010 12:38 PM, Sheldon Olesen wrote:
>> --> RV10-List message posted by: Sheldon Olesen<saolesen@sirentel.net>
>>
>> On my last flight to FL, I was getting ready to land at KVNC when a helicopter
called. He stated he was at 200' long the coast and heading toward KVNC.
About 20 minutes prior to this I was nearly involved in a mid-air flying around
the Tampa Class B. I didn't get a TIS warning because the 480 quit commicating
with the 330. I switched to the EFIS map and was shocked to see a red warning
flashing. A twin flew directly under me at about about 100-200' below. Because
of this close encounter of the metallic kind, I got really distracted about
the helicopter. As a result I was paying too much attention to the outside
and not enough attention to the A/S. I did eventually hear the AOA warning
but it was VERY easy to ignore as ANOTHER VOICE on the radio. I now think the
horn would be a different sound and catch the pilot's attention if all else
fails.
>>
>>
>>
>> Sheldon Olesen
>> N475PV 237 hrs and still in one piece and I'm trying to keep it that way!
>>
>>
>> Sent from my iPad
>>
>>
>>
>>
>>
>>
>>
>
>
>
>
>
>
Message 18
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| Subject: | Re: Interior door handle mechanism |
That's what I'm talking about.
Cuanto dinero?
--------
Myron Nelson
Mesa, AZ
Emp completed, QB wings completed, legacy build fuse in mostly done, finishing
kit in progress.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=321228#321228
Message 19
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| Subject: | Re: Retrofit stall warning system |
I almost did not install the stall warning because I also have the AOA. I am
not sure if I would miss it. I have my AOA talking to me about 5 knots abov
e stall. I do see the light come on in a full stall(I have no alarm). Is you
r AOA working correctly and properly calibrated?
Sent from my iPhone
On Nov 27, 2010, at 2:07 PM, davidsoutpost@comcast.net wrote:
> Sheldon,
> I also have AOA but elected to put in the stall warning when I built the p
lane. It is an added safety feature that cost nothing additional since it c
ame with the kit other than a few hours of time. I listened to all the nay s
ayers but went with common sense. It will take you a bit longer to retro-fi
t but I say do it if you want that added warning.
>
> David Clifford
>
> RV-10 Builder
> 65% Done-95% To Go
> N849RV (reserved)
>
> ----- Original Message -----
> From: "Sheldon Olesen" <saolesen@sirentel.net>
> To: rv10-list@matronics.com
> Sent: Saturday, November 27, 2010 10:19:05 AM
> Subject: RV10-List: Retrofit stall warning system
>
>
>
> I didn't put the stall warning system in when I built the plane and instea
d decided to use the angle of attack warning. I now think this was a mistak
e.
> Has anyone retrofitted the stall warning system on a completed plane, and i
f so, how difficult was the process?
>
> Sheldon Olesen
> N475PV 237 hrs
> nbsp; -Matt Dralle, List Ad============
=====
>
>
>
>
>
==========================
=========
==========================
=========
==========================
=========
==========================
=========
Message 20
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| Subject: | Re: Retrofit Stall warning Decision |
Ignore my previous post.
Sent from my iPhone
On Nov 27, 2010, at 10:38 AM, Sheldon Olesen <saolesen@sirentel.net> wrote:
>
> On my last flight to FL, I was getting ready to land at KVNC when a helicopter
called. He stated he was at 200' long the coast and heading toward KVNC. About
20 minutes prior to this I was nearly involved in a mid-air flying around
the Tampa Class B. I didn't get a TIS warning because the 480 quit commicating
with the 330. I switched to the EFIS map and was shocked to see a red warning
flashing. A twin flew directly under me at about about 100-200' below. Because
of this close encounter of the metallic kind, I got really distracted about
the helicopter. As a result I was paying too much attention to the outside
and not enough attention to the A/S. I did eventually hear the AOA warning
but it was VERY easy to ignore as ANOTHER VOICE on the radio. I now think the
horn would be a different sound and catch the pilot's attention if all else
fails.
>
>
>
> Sheldon Olesen
> N475PV 237 hrs and still in one piece and I'm trying to keep it that way!
>
>
> Sent from my iPad
>
>
>
>
>
>
Message 21
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| Subject: | Re: engine mount ears and attaching the Bendix Throttle body |
The whole business of torquing fasteners is black magic as far as I'm concerned.
It's amazing it works at all. Remember what you want is a certain amount of
bolt stretch (pre-load). But most of the torque is needed to overcome friction.
So any oil on the threads will make the stated torque value way off. McCauley
props are put on with relatively low torque but also with a specified lubricant.
I have to think that the star washers Lycoming uses makes a difference in
the requirements too.
My guess (and it is just a guess): putting in studs involves no preload, so the
stated 50 in lbs may be what's needed to engage a certain number of threads.
It may also be what's needed to hold against the 30 ft lbs when the nut is put
on, and the stud is loaded against the threads. Worst case, when you install
the nut, the stud will turn in more until it too is at 30 ft lbs.
--------
Bob Turner
RV-10 QB
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=321236#321236
Message 22
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| Subject: | Re: Retrofit Stall warning Decision |
I assume the AOA is coming from an EFIS of some sort?
It would be very easy to build a threshold detector which would set off some sort
of alarm whenever an audio message was sent out. Of course, all audio messages
would then set off the alarm.
If the AOA is stand-alone, then this could be a solution.
As others have said, biggest part of the job will be removing the fuel tank. I
have a QB wing, and the fuel tank had to come out. After that, as I recall, it
helps to have long skinny arms (I don't) to get at the nuts and bolts that hold
the switch in place.
--------
Bob Turner
RV-10 QB
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=321238#321238
Message 23
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| Subject: | NavWorx ADS-B on Dynon SkyView |
I just wanted to post a quick description of my experience installing a NavWorx
ADS600-B Transceiver coupled to a Dynon SkyView system.
First, I have done one previous installation of a NavWorx ADS-B receiver (not the
transceiver) coupled to an AFS screen. This was, I think, almost a year ago,
and it took a lot of doing to get it working, but I think it was a matter of
AFS and NavWorx not fully understanding how the other had their system setup,
so it took some talking to both of them to get things working in the air, although
turning it on in demo mode on the ground did show target(s) on the AFS
display. I don't remember what the final settings needed to be for the AFS.
Bill at NavWorx is fairly good to deal with. I don't fully understand the difference
between 1090 and UAT (those may not even be the two systems, or they may
be the same). I think Bill said that the UAT system that the NavWorx system
works on is better than 1090. Anyway, there didn't seem to be any other options
that were reasonably prices, so NavWorx it is.
At the present time, Dynon doesn't support the ARINC output that you can get from
the NavWorx box, so it is limited to TIS format traffic (8 targets, 7 nm distance,
3500' above, 3000 below) and no weather at this time. Dynon supports
the Mode-S traffic from a GTX-330 Transponder, so I asked Bill to just preprogram
the unit to output the 330 traffic format and I set the Dynon to output serial
encoder data for the ADS-B and to import serial TIS data from a 330. It
worked perfectly from the start. I installed the ADS-B box back next to the battery
on the side of the tailcone with the GPS antenna on the roof and the UAT
antenna on the floor. The NavWorx transceiver came with 2 11' cables of RG-400
with TNC connectors on one end. I just trimmed them to length and crimped
a BNC connector on the other end for the antennas. I then crimped the power,
ground, encoder input, tis output, 3-pin programming connector and 2 ARINC wires
for future use and ran them to the panel where the 2 serial cables hooked
into the Dynon.
On first tryout on the ground I put the NavWorx box into demo mode and I immediately
saw one target on the Dynon map view, slowly circling my position on the
map. Then, as it approached the front of the plane on the map screen, the target
showed up as a grey diamond on the synthetic vision display. I didn't remember
reading that it would show there. That was very impressive. It didn't
show any range or altitude info on the SV screen, but it did show the relative
altitude on the map display. When in normal TIS mode on the ground, the Dynon
screen shows that it is getting a signal from the traffic system, but that
there are no targets ("NONE" on the screen). Once I took off to test it in flight,
it almost immediately showed the local traffic on the map screen and, when
in front of me, on the SV screen as well. When I was flying the patter, however,
and I was in fairly close proximity to a Cessna flying very slowly in front
of me, it showed a yellow circle with the number "1" in it, right on the
horizon line. It also displayed a yellow "Traffic" alert on both the SV and map
displays. I don't know the criteria it uses, but that is a really handy feature,
IMHO. They may all do that now, but I am very impressed with that feature.
I am in an area that is on the edge of the Orlando Mode-S coverage area. At pattern
altitude and usually down to a couple of hundred feet, I get traffic when
flying with a GTX-330 transponder. With the ADS-B I get traffic from below
100' and well beyond the Mode-S coverage area when flying. I don't know what
the current ADS-B coverage is, but I think it covers most of the east coast, including
all (or almost all) of Florida. I think the Miami stations require you
to be broadcasting ADS-B to be able to receive it, but with the $2,500 transceiver
from NavWorx, you get both.
In summary, it was a breeze getting the NavWorx and Dynon boxes talking to eachother.
On another Dynon note, the SkyView was a fairly simple upgrade from the D-180 system
and so far everything worked right from the start except Fuel Pressure,
for some reason. The calibration of the AHRS was super simple, easier than previously
on the D- systems. I just taxied around and when the gps track showed
180, the Dynon in calib mode showed South and then I just stopped, told it go
save the data, which took about 10 seconds, then I kept taxiing for the other
3 directions. Very simple to do, in very Dynon style.
The AOA pitot from Dynon, which I never could get calibrated well on the D-180,
calibrated quite easily in flight with the SkyView and seems to work quite well.
It displays right next to and below the airspeed number, which seems to be
a good place to have it. For those recently talking about the stall warning
and AOA in the -10, I personally only glance at the airspeed a couple of times
while on final, mainly for verifying the flap speeds, and then just feel the
proximity to a stall. It usually touches down in the mid 50's, so approaching
even in the mid to high 60's is fairly comfortable, although I usually approach
in the 70's and am over the fence around 65 (all or these in knots).
Jesse Saint
Saint Aviation, Inc.
jesse@saintaviation.com
C: 352-427-0285
F: 815-377-3694
Message 24
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| Subject: | Re: NavWorx ADS-B on Dynon SkyView |
Thanks for the report Jesse. Embry Riddle there in FL is supposed to have
had ADS-B for a long time, and I imagine the rest of the state probably has
it by now. This makes considering the Skyview much stronger vs GRT and AFS.
On Sat, Nov 27, 2010 at 7:17 PM, Jesse Saint <jesse@saintaviation.com>wrote:
>
> I just wanted to post a quick description of my experience installing a
> NavWorx ADS600-B Transceiver coupled to a Dynon SkyView system.
>
>
> I am in an area that is on the edge of the Orlando Mode-S coverage area.
> At pattern altitude and usually down to a couple of hundred feet, I get
> traffic when flying with a GTX-330 transponder. With the ADS-B I get
> traffic from below 100' and well beyond the Mode-S coverage area when
> flying. I don't know what the current ADS-B coverage is, but I think it
> covers most of the east coast, including all (or almost all) of Florida. I
> think the Miami stations require you to be broadcasting ADS-B to be able to
> receive it, but with the $2,500 transceiver from NavWorx, you get both.
>
> In summary, it was a breeze getting the NavWorx and Dynon boxes talking to
> eachother.
>
>
Message 25
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| Subject: | Re: NavWorx ADS-B on Dynon SkyView |
Jesse,
Good report. One note too regarding coverage....as you begin
to see other people with UAT's, you'll be able to see them on
your system even if neither of you are in range of a ground
station. Since they can speak air-to-air to eachother, you may
find sometimes you'll pick up traffic when you're otherwise
not in a position to receive it.
Neat stuff...I've been loving it.
Tim Olson - RV-10 N104CD
do not archive
On 11/27/2010 8:17 PM, Jesse Saint wrote:
> --> RV10-List message posted by: Jesse
> Saint<jesse@saintaviation.com>
>
> I just wanted to post a quick description of my experience installing
> a NavWorx ADS600-B Transceiver coupled to a Dynon SkyView system.
>
> First, I have done one previous installation of a NavWorx ADS-B
> receiver (not the transceiver) coupled to an AFS screen. This was, I
> think, almost a year ago, and it took a lot of doing to get it
> working, but I think it was a matter of AFS and NavWorx not fully
> understanding how the other had their system setup, so it took some
> talking to both of them to get things working in the air, although
> turning it on in demo mode on the ground did show target(s) on the
> AFS display. I don't remember what the final settings needed to be
> for the AFS.
>
> Bill at NavWorx is fairly good to deal with. I don't fully
> understand the difference between 1090 and UAT (those may not even be
> the two systems, or they may be the same). I think Bill said that
> the UAT system that the NavWorx system works on is better than 1090.
> Anyway, there didn't seem to be any other options that were
> reasonably prices, so NavWorx it is.
>
> At the present time, Dynon doesn't support the ARINC output that you
> can get from the NavWorx box, so it is limited to TIS format traffic
> (8 targets, 7 nm distance, 3500' above, 3000 below) and no weather at
> this time. Dynon supports the Mode-S traffic from a GTX-330
> Transponder, so I asked Bill to just preprogram the unit to output
> the 330 traffic format and I set the Dynon to output serial encoder
> data for the ADS-B and to import serial TIS data from a 330. It
> worked perfectly from the start. I installed the ADS-B box back next
> to the battery on the side of the tailcone with the GPS antenna on
> the roof and the UAT antenna on the floor. The NavWorx transceiver
> came with 2 11' cables of RG-400 with TNC connectors on one end. I
> just trimmed them to length and crimped a BNC connector on the other
> end for the antennas. I then crimped the power, ground, encoder
> input, tis output, 3-pin programming connector and 2 ARINC wires for
> future use and ran them to the panel where t! he 2 serial cables
> hooked into the Dynon.
>
> On first tryout on the ground I put the NavWorx box into demo mode
> and I immediately saw one target on the Dynon map view, slowly
> circling my position on the map. Then, as it approached the front of
> the plane on the map screen, the target showed up as a grey diamond
> on the synthetic vision display. I didn't remember reading that it
> would show there. That was very impressive. It didn't show any
> range or altitude info on the SV screen, but it did show the relative
> altitude on the map display. When in normal TIS mode on the ground,
> the Dynon screen shows that it is getting a signal from the traffic
> system, but that there are no targets ("NONE" on the screen). Once I
> took off to test it in flight, it almost immediately showed the local
> traffic on the map screen and, when in front of me, on the SV screen
> as well. When I was flying the patter, however, and I was in fairly
> close proximity to a Cessna flying very slowly in front of me, it
> showed a yellow circle with the numbe! r "1" in it, right on the
> horizon line. It also displayed a yellow "Traffic" alert on both the
> SV and map displays. I don't know the criteria it uses, but that is
> a really handy feature, IMHO. They may all do that now, but I am
> very impressed with that feature.
>
> I am in an area that is on the edge of the Orlando Mode-S coverage
> area. At pattern altitude and usually down to a couple of hundred
> feet, I get traffic when flying with a GTX-330 transponder. With the
> ADS-B I get traffic from below 100' and well beyond the Mode-S
> coverage area when flying. I don't know what the current ADS-B
> coverage is, but I think it covers most of the east coast, including
> all (or almost all) of Florida. I think the Miami stations require
> you to be broadcasting ADS-B to be able to receive it, but with the
> $2,500 transceiver from NavWorx, you get both.
>
> In summary, it was a breeze getting the NavWorx and Dynon boxes
> talking to eachother.
>
> On another Dynon note, the SkyView was a fairly simple upgrade from
> the D-180 system and so far everything worked right from the start
> except Fuel Pressure, for some reason. The calibration of the AHRS
> was super simple, easier than previously on the D- systems. I just
> taxied around and when the gps track showed 180, the Dynon in calib
> mode showed South and then I just stopped, told it go save the data,
> which took about 10 seconds, then I kept taxiing for the other 3
> directions. Very simple to do, in very Dynon style.
>
> The AOA pitot from Dynon, which I never could get calibrated well on
> the D-180, calibrated quite easily in flight with the SkyView and
> seems to work quite well. It displays right next to and below the
> airspeed number, which seems to be a good place to have it. For
> those recently talking about the stall warning and AOA in the -10, I
> personally only glance at the airspeed a couple of times while on
> final, mainly for verifying the flap speeds, and then just feel the
> proximity to a stall. It usually touches down in the mid 50's, so
> approaching even in the mid to high 60's is fairly comfortable,
> although I usually approach in the 70's and am over the fence around
> 65 (all or these in knots).
>
> Jesse Saint Saint Aviation, Inc. jesse@saintaviation.com C:
> 352-427-0285 F: 815-377-3694
>
>
Message 26
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| Subject: | Re: NavWorx ADS-B on Dynon SkyView |
I just helped a friend connect a NavWorx Box to a pair of AFS 3500 units.
It works fine, using the TIS same protocol which is built into the AFS. The problem
with this is that it severely limits the number of targets to 8 and distance
to only 7 miles.
However, recently AFS started supporting the native ADSB format of the NavWorx
box, which includes weather(ADSB) and traffic out to a couple hundred miles. The
only issue is that it only works on the AFS units with an "s" processor.
Older units only support the TIS protocol for traffic and no ADSB weather.
Lenny
[quote="Kelly McMullen"]Thanks for the report Jesse. Embry Riddle there in FL is
supposed to have had ADS-B for a long time, and I imagine the rest of the state
probably has it by now. This makes considering the Skyview much stronger vs
GRT and AFS.
On Sat, Nov 27, 2010 at 7:17 PM, Jesse Saint wrote:
>
> I just wanted to post a quick description of my experience installing a NavWorx
ADS600-B Transceiver coupled to a Dynon SkyView system.
>
>
> I am in an area that is on the edge of the Orlando Mode-S coverage area. At
pattern altitude and usually down to a couple of hundred feet, I get traffic when
flying with a GTX-330 transponder. With the ADS-B I get traffic from below
100' and well beyond the Mode-S coverage area when flying. I don't know what
the current ADS-B coverage is, but I think it covers most of the east coast, including
all (or almost all) of Florida. I think the Miami stations require you
to be broadcasting ADS-B to be able to receive it, but with the $2,500 transceiver
from NavWorx, you get both.
>
> In summary, it was a breeze getting the NavWorx and Dynon boxes talking to eachother.
>
>
#avg_ls_inline_popup{position: absolute;z-index: 9999;padding: 0px 0px;margin-left:
0px;margin-top: 0px;overflow: hidden;word-wrap: break-word;color: black;font-size:
10px;text-align: left;line-height: 130%;}
> [b]
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http://forums.matronics.com/viewtopic.php?p=321268#321268
Message 27
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| Subject: | Kuntzleman tail light mounting |
Hi, all... does anyone have any pictures or experience mounting the
Kuntzleman tail position/strobe combo? It appears to be too big for the
lower rudder fairing.
Thanks...
-Rob
--
Rob Kochman
RV-10 "Finishing" Kit
Woodinville, WA (near Seattle)
http://kochman.net/N819K
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