Today's Message Index:
----------------------
1. 05:28 AM - Re: Sold on whiskers - Redux (Jesse Saint)
2. 06:19 AM - Re: Re: Flying Magazine/Dan Lloyd/Aftermath (Linn Walters)
3. 07:00 AM - Re: Boulder area airports (Matt Gabrielson)
4. 07:18 AM - Re: stick grip (rv10flyer)
5. 09:54 AM - Re: Re: Flying Magazine/Dan Lloyd/Aftermath (gary)
6. 10:47 AM - Re: Re: Flying Magazine/Dan Lloyd/Aftermath (preid)
7. 11:02 AM - Re: Re: Flying Magazine/Dan Lloyd/Aftermath (David Leikam)
8. 01:22 PM - Minimum disatance for multiple GPS antenna placement? (jayb)
9. 01:41 PM - Re: Minimum disatance for multiple GPS antenna placement? (Linn Walters)
10. 02:01 PM - Re: Minimum disatance for multiple GPS antenna placement? (Seano)
11. 02:09 PM - Re: WxWorx REWX9ID USB Weather Receiver For Sale... (kevino)
12. 02:20 PM - Re: Minimum disatance for multiple GPS antenna placement? (Tim Olson)
13. 02:45 PM - Re: Re: Flying Magazine/Dan Lloyd/Aftermath (Bill Watson)
14. 03:21 PM - Re: ATSB Transceiver... (Matt Dralle)
15. 03:59 PM - RV-10 Fibreglass Plenum Vs Carbon Fibre (Patrick Pulis)
16. 04:56 PM - Re: RV-10 Fibreglass Plenum Vs Carbon Fibre (Robin Marks)
17. 05:01 PM - Re: RV-10 Fibreglass Plenum Vs Carbon Fibre (Bob Leffler)
18. 05:46 PM - IO 540 hardware question (John Trollinger)
19. 06:02 PM - Re: IO 540 hardware question (Kelly McMullen)
20. 07:00 PM - Greg Hale is in Sport Aviation this month (William Curtis)
21. 09:22 PM - EGT probe? (Dawson-Townsend,Timothy)
22. 09:38 PM - Re: EGT probe? (Tim Olson)
23. 10:00 PM - RV-10 Fibreglass Plenum Vs Carbon Fibre (Patrick Pulis)
24. 10:06 PM - Re: RV-10 Fibreglass Plenum Vs Carbon Fibre (Kelly McMullen)
25. 10:15 PM - Re: EGT probe? (DLM)
Message 1
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| Subject: | Re: Sold on whiskers - Redux |
The picture doesn't look what I used, but the description sounds like exactly what
you would need.
Jesse Saint
Saint Aviation, Inc.
jesse@saintaviation.com
C: 352-427-0285
F: 815-377-3694
On Jul 2, 2011, at 9:43 AM, Les Kearney wrote:
>
> Hi Jessie
>
> Thanks for the info. By any chance would this be what you are referring to
> (as a signal splitter so I can use use two radios off one antenna)?
> http://www.aircraftspruce.ca/catalog/avpages/comantsplitter5120.php
>
> I already have the GNS430 slitter to split the antenna signal into the the
> two 430 inputs.
>
> Regards
>
> Les
>
> -----Original Message-----
> From: owner-rv10-list-server@matronics.com
> [mailto:owner-rv10-list-server@matronics.com] On Behalf Of Jesse Saint
> Sent: July-02-11 6:51 AM
> To: rv10-list@matronics.com
> Subject: Re: RV10-List: Sold on whiskers - Redux
>
>
> Les,
>
> Actually, to use one antenna for an SL-30 and a GNS-430, you need two
> separate items. You need a special splitter for the SL-30 that gives both
> VOR and G/S to both outlets, because the SL-30 needs both into one antenna
> connector. Then you need a Diplexer that splits VOR from G/S and gives them
> each to a separate antenna connector in the 430. Stein should be able to
> tell you the actual parts used. Unless something has changed, this is how I
> have had to use one antenna for both the SL-30 and the GNS-430.
>
> Jesse Saint
> Saint Aviation, Inc.
> jesse@saintaviation.com
> C: 352-427-0285
> F: 815-377-3694
>
> On Jul 1, 2011, at 10:35 PM, Les Kearney wrote:
>>
>>
>> * Given a SL30 / GNS 430 WAAS combo, I expect that I will need a
>> TRIPLEXER to split a single NAV signal into a NAV/GS for the 4030 and
>> a NAV signal for the SL30 (which I understand has an internal splitter).
> Is this correct.
>>
>
>
>
>
>
>
>
>
>
>
>
Message 2
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| Subject: | Re: Flying Magazine/Dan Lloyd/Aftermath |
On 7/3/2011 1:47 AM, woxofswa wrote:
> --> RV10-List message posted by: "woxofswa"<woxof@aol.com>
>
> I joined the community right before this tragic accident.
>
> Rightly or wrongly,
I think wrongly.
> my impression after reading the article is to place more blame on the engine
packager than I previously felt.
When you know Dan's mindset .... OSH at all costs ..... there's no
knowing what else he didn't do (besides not flying off phase one hours)
in relation to the engine. I have no dog in this fight, but my
experience tells me that no matter how long it took, it was an accident
waiting to happen. The whole scenario is prime fodder for an accident
seminar. I only know what I've read here and the NTSB report ..... and
I never knew Dan ..... but I feel a loss nonetheless. I have this
nagging thought that there must have been something someone could have
done ..... but it seems he blew off those that tried to help. No matter
what, it was a sad event and I hope we learned something from it.
Linn
> --------
> 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=344762#344762
>
>
Message 3
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| Subject: | Re: Boulder area airports |
Vance Brand does have cheaper fuel. The FBO fuel is fine and the other fuel is
available back north of the hangars on a taxiway at the NE corner of the airport
- its self serve only (a little competition). The FBO building isn't much but
it has the bare basics.
Not familiar with the rental cars (my folks live there) but there used to be an
Enterprise relatively close. Watch for parachute jumping activity - they have
a VERY active jump club.
Matt Gabrielson
________________________________
From: Kelly McMullen <kellym@aviating.com>
Sent: Sat, July 2, 2011 3:31:29 PM
Subject: Re: RV10-List: Boulder area airports
John, the Boulder airport itself if fine, but you need to be familiar with their
glider pattern, and powered patterns. There is self-serve fuel. There really is
only one FBO. There is an Enterprise office about 1 mi away if you need a car,
but like most they are closed Sat. noon to Mon. morning.
There may be a little cheaper fuel at Vance Brand, Longmont. I've never been in
there so can't comment.
Alomosa or Raton would be much cheaper fuel than LVS. When I go to Boulder, I
usually top off at St. Johns, then go direct.
On 7/2/2011 11:22 AM, John Ackerman wrote:
> --> RV10-List message posted by: John Ackerman<johnag5b@cableone.net>
>
> Hey folks-
> We'll be flying into Boulder, CO for a couple days to and from OSH. Any
>suggestions for airports/FBOs?
> On the way out, we'll probably take a fuel break at Las Vegas NM (KLVS.)
> Thanks
> Marlys and John Ackerman
>
>
>
>
Message 4
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Fabricated my own out of African zebrawood. CWS/PTT on pilot side and PTT on copilot
side.
--------
Wayne Gillispie, A&P 5/93, PPC 10/08
Bldr# 40983 SB Started 12/1/09.
Fuselage Sec 46 Eng mount/Gear- 1359 hrs to date.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=344779#344779
Message 5
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| Subject: | Re: Flying Magazine/Dan Lloyd/Aftermath |
Dan blew off offers of help from several other folks too, He was not willing
to listen to others.
Gary Specketer
-----Original Message-----
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Linn Walters
Sent: Sunday, July 03, 2011 8:17 AM
Subject: Re: RV10-List: Re: Flying Magazine/Dan Lloyd/Aftermath
On 7/3/2011 1:47 AM, woxofswa wrote:
> --> RV10-List message posted by: "woxofswa"<woxof@aol.com>
>
> I joined the community right before this tragic accident.
>
> Rightly or wrongly,
I think wrongly.
> my impression after reading the article is to place more blame on the
engine packager than I previously felt.
When you know Dan's mindset .... OSH at all costs ..... there's no
knowing what else he didn't do (besides not flying off phase one hours)
in relation to the engine. I have no dog in this fight, but my
experience tells me that no matter how long it took, it was an accident
waiting to happen. The whole scenario is prime fodder for an accident
seminar. I only know what I've read here and the NTSB report ..... and
I never knew Dan ..... but I feel a loss nonetheless. I have this
nagging thought that there must have been something someone could have
done ..... but it seems he blew off those that tried to help. No matter
what, it was a sad event and I hope we learned something from it.
Linn
> --------
> 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=344762#344762
>
>
Message 6
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| Subject: | Re: Flying Magazine/Dan Lloyd/Aftermath |
Each one of us has a responsibility to fly the plane, know the details of
the flight area and airports, and ultimately assure the plane will arrive at
the destination safely (aka weather, winds, etc) Anyone who would fly a
plane from Penn to Florida with no working instruments and a faulty engine ,
than deny hearing warning from expensive avionics and experienced builders
needs to take full responsibilty, not the subpar engine builder.
I just completed the transition training in Texas, Don McDonald gave me
great insight and Alex great training, Dan decided to not get HP endorsement
and training in a aircraft, to make matters worse he never setup all the
ranges, than there is the shortcut of hours of training he needed. I have to
admit after the training I did with Alex, Dan must have been a heck of a
pilot to be able to do everything he did to fly the plane "blind".
This is what makes it so sad, I think Dan was a great pilot he just made
numerous bad decisions to deny him to be all he was capable of.
Yes, the suburu and PSRU were "experimental" but regardless this falls
completely on the PIC and the final decision on what to do regardless of any
outside pressures. I agree, I initially felt there was outside pressures
applied on Dan to get that engine to OSH.
--------------------------------------------------
From: "woxofswa" <woxof@aol.com>
Sent: Saturday, July 02, 2011 10:47 PM
Subject: RV10-List: Re: Flying Magazine/Dan Lloyd/Aftermath
>
> I joined the community right before this tragic accident.
>
> Rightly or wrongly, my impression after reading the article is to place
> more blame on the engine packager than I previously felt.
>
> --------
> 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=344762#344762
>
>
>
Message 7
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| Subject: | Re: Flying Magazine/Dan Lloyd/Aftermath |
I was on the fence about using an engine package like Dan used. I talked to him
on several occasions about his choice and was anxiously waiting to see his progress.
After meeting him and seeing his plane at OSH, I realized two things:
1. The lack of care and attention to detail and safety in his build.
2. The engine package he chose was no where near being ready for a "plug and play"
install as the vendor touted.
I also was very disturbed that his engine provider was supporting his rushed and
dangerous if not illegal progress. I quickly came off the fence, purchased
a new IO-540 from Van's and have never looked back.
That said, I believe his engine choice had very little if anything to do with his
crash. It was simply Dan's dangerous rush to get the thing flying and sort
out the details later.
>From the pictures published at the time, it appears he was trying to get the plane
over a road and into the next field but landed before the road and slid hard
into the embankment which destroyed and burned the plane. The wreckage ended
up in the middle of the road. Probably a good example of why we should all
practice those engine out approaches to a forced landing.
The few times I spoke with Dan he was a great guy to talk to. At that time, I
was just getting started with my build and was eager to pick everyones brain who
was ahead of me. No matter what question you asked of Dan, he would always
try to lead you to believe he knew exactly what he was doing.
RIP
Dave Leikam
On Jul 3, 2011, at 11:51 AM, gary wrote:
>
> Dan blew off offers of help from several other folks too, He was not willing
> to listen to others.
>
> Gary Specketer
>
> -----Original Message-----
> From: owner-rv10-list-server@matronics.com
> [mailto:owner-rv10-list-server@matronics.com] On Behalf Of Linn Walters
> Sent: Sunday, July 03, 2011 8:17 AM
> To: rv10-list@matronics.com
> Subject: Re: RV10-List: Re: Flying Magazine/Dan Lloyd/Aftermath
>
>
> On 7/3/2011 1:47 AM, woxofswa wrote:
>> --> RV10-List message posted by: "woxofswa"<woxof@aol.com>
>>
>> I joined the community right before this tragic accident.
>>
>> Rightly or wrongly,
> I think wrongly.
>> my impression after reading the article is to place more blame on the
> engine packager than I previously felt.
> When you know Dan's mindset .... OSH at all costs ..... there's no
> knowing what else he didn't do (besides not flying off phase one hours)
> in relation to the engine. I have no dog in this fight, but my
> experience tells me that no matter how long it took, it was an accident
> waiting to happen. The whole scenario is prime fodder for an accident
> seminar. I only know what I've read here and the NTSB report ..... and
> I never knew Dan ..... but I feel a loss nonetheless. I have this
> nagging thought that there must have been something someone could have
> done ..... but it seems he blew off those that tried to help. No matter
> what, it was a sad event and I hope we learned something from it.
> Linn
>> --------
>> 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=344762#344762
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>
>
>
>
>
>
>
>
>
>
>
Message 8
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| Subject: | Minimum disatance for multiple GPS antenna placement? |
Does anyone know if there's a min distance requirement for placing GPS Antennas?
One for GNS430W and the other for Navworx ADS-B GPS... I have the GNS430W GPS
Ant mounted just aft of the cabin top.
Thanks,
Jay
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=344803#344803
Message 9
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| Subject: | Re: Minimum disatance for multiple GPS antenna placement? |
Multiple GPS antennas work well side-by-side. I'd keep at least 2'
spacing between GPS antennas and anything that transmits. The farther
the better.
Linn
On 7/3/2011 4:19 PM, jayb wrote:
> --> RV10-List message posted by: "jayb"<jaybrinkmeyer@yahoo.com>
>
> Does anyone know if there's a min distance requirement for placing GPS Antennas?
One for GNS430W and the other for Navworx ADS-B GPS... I have the GNS430W
GPS Ant mounted just aft of the cabin top.
>
> Thanks,
> Jay
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=344803#344803
>
>
Message 10
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| Subject: | Re: Minimum disatance for multiple GPS antenna placement? |
Garmin states min edge distance as 6" and offset from each other. That's from the
g3x manual for distance between the g3x gps/XM and another gps antenna such
as the 430w.
Sent from my iPhone
On Jul 3, 2011, at 14:19, "jayb" <jaybrinkmeyer@yahoo.com> wrote:
>
> Does anyone know if there's a min distance requirement for placing GPS Antennas?
One for GNS430W and the other for Navworx ADS-B GPS... I have the GNS430W
GPS Ant mounted just aft of the cabin top.
>
> Thanks,
> Jay
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=344803#344803
>
>
>
>
>
>
>
>
>
>
Message 11
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| Subject: | Re: WxWorx REWX9ID USB Weather Receiver For Sale... |
Have been thinking about doing the same. Are you going with navworx?
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=344811#344811
Message 12
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| Subject: | Re: Minimum disatance for multiple GPS antenna placement? |
I can't remember but something about 18" or 24" comes to mind.
Tim
On Jul 3, 2011, at 3:19 PM, "jayb" <jaybrinkmeyer@yahoo.com> wrote:
>
> Does anyone know if there's a min distance requirement for placing GPS Antennas?
One for GNS430W and the other for Navworx ADS-B GPS... I have the GNS430W
GPS Ant mounted just aft of the cabin top.
>
> Thanks,
> Jay
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=344803#344803
>
>
>
>
>
>
>
>
>
Message 13
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| Subject: | Re: Flying Magazine/Dan Lloyd/Aftermath |
As builder and PIC, the blame cannot easily be laid elsewhere.
However, I had a bit of contact with the plane and the people at OSH
that year. I quickly surmised that there was an enabler of this
unfortunate chain of events. I didn't like what I saw.
> I also was very disturbed that his engine provider was supporting his rushed
and dangerous if not illegal progress....
There is wisdom in the CW regarding accidents; they usually occur as the
result of a chain of events. There's little value in assessing choices
made on the fateful flight... it was just the end of an unfortunately
unbroken chain.
I wish I had a chance to meet and know Dan a bit. Sounded like a great guy.
Bill "glowing after torquing the spar bolts" Watson
Message 14
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| Subject: | Re: ATSB Transceiver... |
At 02:07 PM 7/3/2011 Sunday, you wrote:
>
>Have been thinking about doing the same. Are you going with navworx?
I ordered the ADS600-B unit from NavWorx:
<http://www.navworx.com/ads600-b.asp>http://www.navworx.com/ads600-b.asp
Here's their main site:
<http://www.navworx.com/index.asp>http://www.navworx.com/index.asp
They're not exactly cheap. Here's the price list:
<http://navworx.americommerce.com/store/c/21-Buy-Your-NavWorx-ADS600-or-PADS600-Online-Now.aspx>http://navworx.americommerce.com/store/c/21-Buy-Your-NavWorx-ADS600-or-PADS600-Online-Now.aspx
I also ordered it with the WIFI module and the ARINC-429 for fun.
Matt
-
Matt Dralle
RV-8 #82880 N998RV "Ruby Vixen"
http://www.mattsrv8.com - Matt's Complete RV-8 Construction Log
http://www.mattsrv8.com/Mishap - Landing Mishap Rebuild Log
http://www.youtube.com/MattsRV8 - Matt's RV-8 HDTV YouTube Channel
Status: 170+ Hours TTSN - Rebuilding Fuselage After Landing Mishap...
Message 15
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| Subject: | RV-10 Fibreglass Plenum Vs Carbon Fibre |
Can anyone please tell me if they have purchased and installed the fibregla
ss RV-10 plenum available from the folks at 'rvbits' in South Africa?=0A-
=0Ahttp://www.rvbits.com/=0A-=0Ahttp://rvbits.mybigcommerce.com/products/
RV10-GLASS-PLENUM-LID.html=0A-=0Ahttp://rvbits.mybigcommerce.com/products
/RV10-CARBON-PLENUM-LID.html=0A-=0AHow well will the fibreglass hold up t
o the heat of the engine compared with the carbon fibre please?=0A-=0AIs
this a worthwhile modification to reduce engine temperatures?=0A-=0AThank
you in advance for your responses.=0A-=0AKind regards=0A-=0APatrick Pu
lis=0AAdelaide, South Australia=0A#40299
Message 16
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| Subject: | RV-10 Fibreglass Plenum Vs Carbon Fibre |
As the owner of 3 planes with Plenums (2 fiberglass, 1 metal) I would
(strongly) recommend the standard baffle system. After years of fiddling
around with plenums unless I was building a race plane a lot of effort on
aero improvements I don=92t see the value of a plenum, I only experienced t
he
headaches. Look at all the flying Cessna=92s, Cirrus=92, Corvallis etc=85 N
one of
those production planes need a Plenum. Add all the additional time it takes
to remove the plenum top when doing injector balancing, spear plug removal,
engine inspection, general maintanance for what gain? You may say how much
time can it take to remove & install the plenum? Well my Plenum on the -10
has probably been on & off 300+ times (thank you James Cowl).
Once you integrate a Plenum into your system and then you have issues like
inability to easily fly LOP or CHT issues you are then stuck with another
variable to consider in resolving the problems where the problem may
actually be the Plenum.
I look at most people=92s factory build with Vans cowl and basic baffles an
d
their planes generally fly LOP & have reasonable temps etc=85 If we build
another -10 there will be NO Plenum.
As an observation of the Plenums you listed. None of them follow the ideal
theoretical design of a plenum which is a smooth transition to every
expanding volume. The ideal plenum would be a mate to the underside of the
cowl getting substantially taller as you work aft.
Finally a plenum on an IO-360 is MUCH easier because you don=92t have the o
il
tube mid-deck that you have to build around.
My recommendation is spend your time & money making a great looking &
fitting baffle system and move on.
Robin
*From:* owner-rv10-list-server@matronics.com [mailto:
owner-rv10-list-server@matronics.com] *On Behalf Of *Patrick Pulis
*Sent:* Sunday, July 03, 2011 3:57 PM
*To:* rv10-list@matronics.com
*Subject:* RV10-List: RV-10 Fibreglass Plenum Vs Carbon Fibre
Can anyone please tell me if they have purchased and installed the
fibreglass RV-10 plenum available from the folks at 'rvbits' in South
Africa?
http://www.rvbits.com/
http://rvbits.mybigcommerce.com/products/RV10-GLASS-PLENUM-LID.html
http://rvbits.mybigcommerce.com/products/RV10-CARBON-PLENUM-LID.html
How well will the fibreglass hold up to the heat of the engine compared wit
h
the carbon fibre please?
Is this a worthwhile modification to reduce engine temperatures?
Thank you in advance for your responses.
Kind regards
Patrick Pulis
Adelaide, South Australia
#40299
* *
* *
===========*
===========*
===========*
===========*
* *
Message 17
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| Subject: | RV-10 Fibreglass Plenum Vs Carbon Fibre |
Patrick,
I can't answer your question directly, but I suspect that Jan uses the same
epoxy for both his carbon fiber and fiberglass layups. The epoxy would be
more sensitive to heat than either the carbon or fiberglass. Epoxy that is
room temperature cured is also going to be more sensitive to heat than epoxy
that is cured in an oven. Jan is the only one to answer this question.
I too would be interested in real test data that shows temperatures with and
without the plenum. I wouldn't think that the carbon fiber would have any
advantage other than weighing less.
bob
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Patrick Pulis
Sent: Sunday, July 03, 2011 6:57 PM
Subject: RV10-List: RV-10 Fibreglass Plenum Vs Carbon Fibre
Can anyone please tell me if they have purchased and installed the
fibreglass RV-10 plenum available from the folks at 'rvbits' in South
Africa?
http://www.rvbits.com/
http://rvbits.mybigcommerce.com/products/RV10-GLASS-PLENUM-LID.html
http://rvbits.mybigcommerce.com/products/RV10-CARBON-PLENUM-LID.html
How well will the fibreglass hold up to the heat of the engine compared with
the carbon fibre please?
Is this a worthwhile modification to reduce engine temperatures?
Thank you in advance for your responses.
Kind regards
Patrick Pulis
Adelaide, South Australia
#40299
Message 18
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| Subject: | IO 540 hardware question |
Does anyone know if there are AN equivalents to the LW-25-XXX bolts
used to mate the halves of the crankshaft case?
thanks,
John Trollinger
Message 19
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| Subject: | Re: IO 540 hardware question |
No. The Lycoming bolts are coarse thread, 1/4 by 20 pitch. AN 4 bolts
are 1/4 by 28 pitch.
On 7/3/2011 5:43 PM, John Trollinger wrote:
> --> RV10-List message posted by: John Trollinger<john@trollingers.com>
>
> Does anyone know if there are AN equivalents to the LW-25-XXX bolts
> used to mate the halves of the crankshaft case?
>
> thanks,
>
> John Trollinger
>
>
Message 20
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| Subject: | Greg Hale is in Sport Aviation this month |
I don't do Facebook and so have previously ignored the Facebook icon on the
Van's homepage. I decided to take a look at what was out there and I see
Van's has a pretty pointed commentary on Greg's aircraft. The title of the
article is "WHAT PRICE
MASTERPIECE?<http://www.facebook.com/notes/vans-aircraft-inc/what-price-masterpiece-by-dick-vangrunsven/237594966250883>
"
http://www.facebook.com/notes/vans-aircraft-inc/what-price-masterpiece-by-dick-vangrunsven/237594966250883
The article touches on a number of items, increased gross weight, seats,
shoulder harness and additional fuel tanks in the wings. The additional
fuel in the wings is relevant to Matronics thread
75832<http://www.matronics.com/forums/viewtopic.php?t=78532>
.
--
William
N40237 - http://wcurtis.nerv10.com/
Message 21
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All of the sudden, one EGT (#3) is lagging about 200 degrees behind his bro
thers, with no other symptoms from the engine. It's consistent despite pow
er setting, leaning, one mag or the other. CHTs are fine, and engine is sm
ooth.
Is there a failure mode like that for GRT EIS EGT probes?
Haven't tried swapping probes around yet, but will do that next to isolate
it.
Tim D-T
N52KS
Message 22
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I'd check any connections on that probe wire.
Tim
On Jul 3, 2011, at 11:18 PM, "Dawson-Townsend,Timothy" <tdawson-townsend@aur
ora.aero> wrote:
> All of the sudden, one EGT (#3) is lagging about 200 degrees behind his br
others, with no other symptoms from the engine. It's consistent despite pow
er setting, leaning, one mag or the other. CHTs are fine, and engine is smo
oth.
>
> Is there a failure mode like that for GRT EIS EGT probes?
>
> Haven't tried swapping probes around yet, but will do that next to isolate
it.
>
> Tim D-T
> N52KS
>
>
>
==========================
=========
==========================
=========
==========================
=========
==========================
=========
>
Message 23
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| Subject: | RV-10 Fibreglass Plenum Vs Carbon Fibre |
Many thanks to all who responded to my enquiry, its really appreciated.-
I really like you guys because of your openness, honesty and best of all yo
ur experience.- I can't even imagine removing my cowls 300+ times, ouch.
=0A-=0AIs it worthwhile upgrading the rubber baffle seal material as supp
lied by Vans (black and rigid I think from memory), to a silicone sheet mat
erial that is a little more supple and more easily conforms to the shape of
the upper cowl?=0A-=0AI see that baffle material is availabe as follows:
=0A-=0Ahttp://www.aeroinstock.com/products/Baffle-Seal/6211/0/product_cat
/index.html=0A-=0Ahttp://www.skygeek.com/cs085x3x108g.html=0A-=0Ahttp:/
/www.aircraftspruce.com/catalog/appages/ams3320siliconebaffleseal.php=0A-
=0AAny further guidance would be appreciated please.=0A-=0AKind regards
=0A-=0APat
Message 24
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| Subject: | Re: RV-10 Fibreglass Plenum Vs Carbon Fibre |
Consider McFarlane's Baffle Saver silicone seal. A bit more money,
prevents abrasion of cowling by silicone.
On 7/3/2011 9:58 PM, Patrick Pulis wrote:
> Many thanks to all who responded to my enquiry, its really
> appreciated. I really like you guys because of your openness, honesty
> and best of all your experience. I can't even imagine removing my
> cowls 300+ times, ouch.
> Is it worthwhile upgradingthe rubber baffle seal material as supplied
> by Vans (black and rigid I think from memory), to a silicone sheet
> material that is a little more supple and more easily conforms to the
> shape of the upper cowl?
> I see that baffle material is availabe as follows:
> http://www.aeroinstock.com/products/Baffle-Seal/6211/0/product_cat/index.html
> http://www.skygeek.com/cs085x3x108g.html
> http://www.aircraftspruce.com/catalog/appages/ams3320siliconebaffleseal.php
> Any further guidance would be appreciated please.
> Kind regards
> Pat
> *
>
>
> *
Message 25
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Yes, you are about to burn off the tip; this is pretty standard for the
GRT EIS probes, I burnt 4 in less than 300TT. I have since switched them
all to he EI probes although still using the GRT EIS 6000.
----- Original Message -----
From: Dawson-Townsend,Timothy
To: rv10-list@matronics.com
Sent: Sunday, July 03, 2011 9:18 PM
Subject: RV10-List: EGT probe?
All of the sudden, one EGT (#3) is lagging about 200 degrees behind
his brothers, with no other symptoms from the engine. It's consistent
despite power setting, leaning, one mag or the other. CHTs are fine,
and engine is smooth.
Is there a failure mode like that for GRT EIS EGT probes?
Haven't tried swapping probes around yet, but will do that next to
isolate it.
Tim D-T
N52KS
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