Today's Message Index:
----------------------
1. 08:33 AM - Re: Re: Dynon Skyview vs. GRT HX EFIS... (Bill Watson)
2. 12:32 PM - Re: Dynon Skyview vs. GRT HX EFIS... (Bob Turner)
3. 02:28 PM - Re: Re: Dynon Skyview vs. GRT HX EFIS... (Linn Walters)
4. 05:50 PM - Re: Re: Dynon Skyview vs. GRT HX EFIS... (Bill Watson)
5. 05:53 PM - Section 29 Help (Vernon Franklin)
6. 07:15 PM - Re: Section 29 Help (Phil Barnette)
7. 07:32 PM - Re: Re: Dynon Skyview vs. GRT HX EFIS... (DLM)
8. 07:36 PM - Re: Dynon Skyview Airspeed Calibration... (Matt Dralle)
9. 07:54 PM - Re: Re: Dynon Skyview Airspeed Calibration... (Kelly McMullen)
10. 11:35 PM - Re: Re: Dynon Skyview Airspeed Calibration... (Ben Westfall)
11. 11:37 PM - Re: Re: Dynon Skyview Airspeed Calibration... (Ben Westfall)
Message 1
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| Subject: | Re: Dynon Skyview vs. GRT HX EFIS... |
As I get ready to go out and do some coupled approach button pushing and
power setting exercises, I'd suggest that a AP setup capable of coupled
GPS approaches is such a great capability, that it should be seriously
considered. I'm still amazed that I can setup for a standard GPS
T-approach and not touch a thing until DH (complete hands-off requires
trim interconnect and/or a modest power setting). That's airliner-type
capability.
I got my rating and have flown 100% of my actual, single pilot sans AP.
A wing leveler would have been a game changer, lateral steering heaven,
vertical steering unimaginable.
A fully coupled AP means maintaining proficiency at both hand flying,
coupled AP operation, and several modes in between. More work, not
less. But given that, the utility of being able to monitor a fully
coupled approach when at a strange airport in low weather is pretty special.
I'm not familiar with the Trio or other APs and EFIS configs, but in my
configuration, the AP is one of my main backup options in case of
various failures. It will fly the plane with an otherwise dead and cold
panel while I twist-in maneuvers and monitor my analog instruments.
Highly unlikely but something else to consider.
In any case, I agree that all of these configurations are great. The
price/performance of these experimental panels is pretty amazing.
Bill "GRT/HX 430W TT auto-trim" Watson
On 12/28/2011 9:31 PM, Bob Turner wrote:
> --> RV10-List message posted by: "Bob Turner"<bobturner@alum.rpi.edu>
>
> I have the GRT HX/HS and a fully coupled Trio autopilot, and of course I like
the panel very much.
>
> Having said that, I really don't think too much emphasis should be placed on
having an approach coupled autopilot. The autopilot's job is to relieve fatigue,
not to do things which the pilot is incapable of. An altitude holding autopilot
does the job of relieving fatigue just fine.
>
> It is not that difficult to hand fly approaches in the -10. In fact, it might
be best for many GA pilots (who don't get enough practice) to hand fly approaches,
even if the autopilot can do it, just to keep really current.
>
> --------
> Bob Turner
> RV-10 QB
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=361869#361869
>
>
Message 2
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| Subject: | Re: Dynon Skyview vs. GRT HX EFIS... |
I agree 100% with Bill:
"A fully coupled AP means maintaining proficiency at both hand flying,
coupled AP operation, and several modes in between. More work, not
less."
This is the airline/part 135 world, where pilots use autopilots all the time but
also get frequent recurrent training. Unfortunately in the real world of GA,
not everyone follows this model.
Some people have wondered if the Cirrus aircraft - with its parachute - encourages
pilots to attempt things they otherwise wouldn't do.
I wonder the same thing about autopilots.
Just my two cents.
--------
Bob Turner
RV-10 QB
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=361927#361927
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| Subject: | Re: Dynon Skyview vs. GRT HX EFIS... |
I'm an unbiased observer on this subject ..... I don't fly IFR but do
practice the GPS approach available from my Anywhere Map. If I do
something stupid and find myself in trouble, I have an option that may
save my stupid butt.
I view a coupled approach as being in the same light. Having it and not
using it is far preferable to wanting it and not having it available.
It's a tool available to save your butt when the brain goes out to lunch
with task overload.
Preservation of of the pilot and passengers is high on my list of
capabilities.
Linn
On 12/29/2011 3:29 PM, Bob Turner wrote:
> --> RV10-List message posted by: "Bob Turner"<bobturner@alum.rpi.edu>
>
> I agree 100% with Bill:
>
> "A fully coupled AP means maintaining proficiency at both hand flying,
> coupled AP operation, and several modes in between. More work, not
> less."
>
> This is the airline/part 135 world, where pilots use autopilots all the time
but also get frequent recurrent training. Unfortunately in the real world of GA,
not everyone follows this model.
>
> Some people have wondered if the Cirrus aircraft - with its parachute - encourages
pilots to attempt things they otherwise wouldn't do.
>
> I wonder the same thing about autopilots.
>
> Just my two cents.
>
> --------
> Bob Turner
> RV-10 QB
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=361927#361927
>
>
Message 4
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| Subject: | Re: Dynon Skyview vs. GRT HX EFIS... |
Upon reflection, I'd like to share a bit..
Like I said, I went out today for a little training on button pushing
and power settings. A very productive session.
However, going back to my initial flights with this panel, I recall that
when I first started to use each function - lateral steering, GPS
steering, Altitude hold, vertical steering, GPS coupled approaches and
ILS coupled approaches - each attempt was an adventure and were
generally unsuccessful if not a bit scary the first couple of times.
And I had a malfunctioning AP just to keep me on my toes.
That's the kind of adventure that can kill you when the shades are drawn.
As Linn suggested, you have to practice if this stuff is going to help
rather than hurt. I'd suggest that if you don't practice, it's better
not to even think about it or perhaps even have it.
So, if I were VFR-only I know that I would use a basic autopilot with
lateral steering. I'd use it for altitude hold or even climbs and
descents if it had that capability. Personally, I wouldn't practice
full approaches with it due to just plain laziness. And if I did feel
compelled to practice approaches, I'm sure I'd just go get the rating
which is what I did.... but even then, I've learned if I don't practice
and stay proficient, I might as well stay visual and pretend the
capabilities aren't there.
So why not practice approaches "just in case"? Because if "just in
case" happens, the best thing to do is confess, ask for vectors and a
descent to VFR. I know that I can't hand fly an ILS to standard if I
haven't stayed current and I probably couldn't get my AP to fly a
coupled approach safely if I haven't practiced the button pushing. But
maybe that's just me.
Bill "i'm legal and working on becoming proficient" Watson
On 12/29/2011 5:24 PM, Linn Walters wrote:
>
> I'm an unbiased observer on this subject ..... I don't fly IFR but do
> practice the GPS approach available from my Anywhere Map. If I do
> something stupid and find myself in trouble, I have an option that may
> save my stupid butt.
>
> I view a coupled approach as being in the same light. Having it and
> not using it is far preferable to wanting it and not having it
> available. It's a tool available to save your butt when the brain
> goes out to lunch with task overload.
>
> Preservation of of the pilot and passengers is high on my list of
> capabilities.
>
> Linn
>
>
> On 12/29/2011 3:29 PM, Bob Turner wrote:
>> --> RV10-List message posted by: "Bob Turner"<bobturner@alum.rpi.edu>
>>
>> I agree 100% with Bill:
>>
>> "A fully coupled AP means maintaining proficiency at both hand flying,
>> coupled AP operation, and several modes in between. More work, not
>> less."
>>
>> This is the airline/part 135 world, where pilots use autopilots all
>> the time but also get frequent recurrent training. Unfortunately in
>> the real world of GA, not everyone follows this model.
>>
>> Some people have wondered if the Cirrus aircraft - with its parachute
>> - encourages pilots to attempt things they otherwise wouldn't do.
>>
>> I wonder the same thing about autopilots.
>>
>> Just my two cents.
>>
>> --------
>> Bob Turner
>> RV-10 QB
>>
>>
>>
>>
>> Read this topic online here:
>>
>> http://forums.matronics.com/viewtopic.php?p=361927#361927
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>
>
Message 5
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Ok having trouble with section 29-15. Step #1, describes dimpling the
F-1015B Foot Well Rib Intercostals and the overlying F-1015F spacer. But
there is no indication that the actual rib, F-1015A gets dimpled. Yet the
mid fuse skin is dimpled and lays on top of the rib.
So am I supposed to dimple F-1015A outer web? Thanks in advance.
Here are a couple of references:
http://www.myrv10.com/Plans/RV10_Plans_sec29-pg15.html
http://www.myrv10.com/Plans/RV10_Plans_sec29-pg09.html
--
Vernon Franklin
Message 6
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| Subject: | Re: Section 29 Help |
By all means - do it now.
Ask me how I know, and how much of a pain in the keister it is to do later..
.
Do not archive
Phil Barnette
Salt lake city
Finishing...
Sent from my iPhone
On Dec 29, 2011, at 6:50 PM, Vernon Franklin <vernon.franklin@gmail.com> wro
te:
> Ok having trouble with section 29-15. Step #1, describes dimpling the F-1
015B Foot Well Rib Intercostals and the overlying F-1015F spacer. But there
is no indication that the actual rib, F-1015A gets dimpled. Yet the mid fu
se skin is dimpled and lays on top of the rib.
>
> So am I supposed to dimple F-1015A outer web? Thanks in advance.
>
> Here are a couple of references:
> http://www.myrv10.com/Plans/RV10_Plans_sec29-pg15.html
> http://www.myrv10.com/Plans/RV10_Plans_sec29-pg09.html
>
> --
> Vernon Franklin
>
>
>
==========================
=========
==========================
=========
==========================
=========
==========================
=========
==========================
=========
>
Message 7
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| Subject: | Re: Dynon Skyview vs. GRT HX EFIS... |
Having no working AP for the first 26 years of flying including numerous low
IFR approaches and departures, one learns to be the pilot. Although on an
IFR plan I arrived for my first two actual IFR approaches with the Cheltons
in the 10 expecting a visual approach at both RNO and MYJ. The RNO ATIS
stated "ILS 16R in use visibility 1-1/4 in smoke"; those skyway boxes came
in handy for the hand flown approach. At MYJ the only weather for 300 miles
was setting over the MYJ airport resulting in an RNAV6 approach from the
right seat to a 400-1 in moderate rain. Check out the AP but be ready to
hand fly; remember the computer between your ears Is much more capable and
flexible than the AP if the pilot can put the flight path marker where it is
supposed to be.
Also remember that every once in a while ATC throws a wrench. Last September
I was cleared for an RNAV 34 into 1H0 in St Louis in IMC. As I prepared to
join the final and proceed inbound, ATC said that they had a jet passing
above me and could I do a couple turns in the depicted holding pattern. I
said OK (they cancelled the approach clearance) and at the fix I turned
outbound (skyway boxes gone) using the green diamond (GPS track) I flew a
track of 160 for about one minute and then turned inbound to a track of 340;
arriving at the fix I again turned outbound one minute then inbound. ATC
re-cleared me for the approach and out in the distance on the PFD , the
skyway boxes were still there. The remainder of the approach was
unremarkable.
My advice; if you plan to fly IMC, practice hand flying , learn your
equipment, work up to the lower minimums. The PFD, MFD, EIS displays make
this so much easier than it used to be.
-----Original Message-----
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Bill Watson
Sent: Thursday, December 29, 2011 6:47 PM
Subject: Re: RV10-List: Re: Dynon Skyview vs. GRT HX EFIS...
Upon reflection, I'd like to share a bit..
Like I said, I went out today for a little training on button pushing
and power settings. A very productive session.
However, going back to my initial flights with this panel, I recall that
when I first started to use each function - lateral steering, GPS
steering, Altitude hold, vertical steering, GPS coupled approaches and
ILS coupled approaches - each attempt was an adventure and were
generally unsuccessful if not a bit scary the first couple of times.
And I had a malfunctioning AP just to keep me on my toes.
That's the kind of adventure that can kill you when the shades are drawn.
As Linn suggested, you have to practice if this stuff is going to help
rather than hurt. I'd suggest that if you don't practice, it's better
not to even think about it or perhaps even have it.
So, if I were VFR-only I know that I would use a basic autopilot with
lateral steering. I'd use it for altitude hold or even climbs and
descents if it had that capability. Personally, I wouldn't practice
full approaches with it due to just plain laziness. And if I did feel
compelled to practice approaches, I'm sure I'd just go get the rating
which is what I did.... but even then, I've learned if I don't practice
and stay proficient, I might as well stay visual and pretend the
capabilities aren't there.
So why not practice approaches "just in case"? Because if "just in
case" happens, the best thing to do is confess, ask for vectors and a
descent to VFR. I know that I can't hand fly an ILS to standard if I
haven't stayed current and I probably couldn't get my AP to fly a
coupled approach safely if I haven't practiced the button pushing. But
maybe that's just me.
Bill "i'm legal and working on becoming proficient" Watson
On 12/29/2011 5:24 PM, Linn Walters wrote:
>
> I'm an unbiased observer on this subject ..... I don't fly IFR but do
> practice the GPS approach available from my Anywhere Map. If I do
> something stupid and find myself in trouble, I have an option that may
> save my stupid butt.
>
> I view a coupled approach as being in the same light. Having it and
> not using it is far preferable to wanting it and not having it
> available. It's a tool available to save your butt when the brain
> goes out to lunch with task overload.
>
> Preservation of of the pilot and passengers is high on my list of
> capabilities.
>
> Linn
>
>
> On 12/29/2011 3:29 PM, Bob Turner wrote:
>> --> RV10-List message posted by: "Bob Turner"<bobturner@alum.rpi.edu>
>>
>> I agree 100% with Bill:
>>
>> "A fully coupled AP means maintaining proficiency at both hand flying,
>> coupled AP operation, and several modes in between. More work, not
>> less."
>>
>> This is the airline/part 135 world, where pilots use autopilots all
>> the time but also get frequent recurrent training. Unfortunately in
>> the real world of GA, not everyone follows this model.
>>
>> Some people have wondered if the Cirrus aircraft - with its parachute
>> - encourages pilots to attempt things they otherwise wouldn't do.
>>
>> I wonder the same thing about autopilots.
>>
>> Just my two cents.
>>
>> --------
>> Bob Turner
>> RV-10 QB
>>
>>
>>
>>
>> Read this topic online here:
>>
>> http://forums.matronics.com/viewtopic.php?p=361927#361927
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>
>
>
>
>
>
Message 8
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| Subject: | Re: Dynon Skyview Airspeed Calibration... |
At 07:39 PM 12/26/2011 Monday, you wrote:
>--> RV-List message posted by: Matt Dralle <dralle@matronics.com>
>
>Dear Listers,
>
>I've been flying the new 10" Dynon Skyview in the RV-6 for a few weeks now and
it seems like the airspeed is reading maybe 10mph fast. The GS always reads
10mph or more slower than the True airspeed, no matter which way I fly with respect
to the current wind. Looking through the configuration options on the Skyview,
I'm not seeing parameters to calibrate the airspeed. If the airspeed
were *slow* compared to the GS, I could envision making adjustments to the Pitot
tube to get it in better alignment with slipstream. But *fast* is a head scratcher.
If there's no electronic configuration parameters to adjust, what do
you do? Are there Pitot line "attenuators" like for RF in coax? ;-)
>
>Matt
Listers,
I went flying tonight in the RV-6 around sunset and took some airspeed numbers
flying the four points of the compass. I let each direction normalize for about
2 minutes before taking the readings. I've still got my little black-tape
washer deals on the static ports that I detailed in a previous email.
Do these numbers make any sense?
Emacs!
I set the altimeter to 30.15 (KLVK ATIS). I compared the Dynon altitude with the
Garmin 696 GPS altitude. The Dynon was high by 100 ft. I used the Dynon altitude
adjustment to set it to match the GPS (-100ft). The readings above were
after this adjustment.
-
Matt "Red Dawg" 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: 172+ Hours TTSN - Rebuilding Fuselage After Landing Mishap...
RV-6 #20916 N360EM "The Flyer"
http://www.mattsrv6.com - Matt's RV-6 Revitalization Log
Status: 48+ Hours Since Purchase - Upgrades Complete; Now In Full Flyer Mode
Message 9
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| Subject: | Re: Dynon Skyview Airspeed Calibration... |
You can use either barometric altitude or pressure altitude. GPS
altitude is irrelevant, It is a calculation based on a theoretical
modified sphere, with some WAAS correction, but ATC and all flight rules
are based on barometric altitude. You can derive pressure altitude from
baro and vice versa, but you can't replicate GPS altitude. With a
portable WAAS enabled receiver I see variations of +/- 150 ft at my
home airport in GPS altitude. Yes, it usually is within 50 ft but not
repeatedly. Are you certain the inputs for the Dynon to calculate TAS
from indicated are correct? Is your indicated temp and baro altitude on
the money?
That set of ground speeds computes to 182 TAS
http://www.reacomp.com/true_airspeed/index.html
So your indicated TAS is still 12 kts high.
On 12/29/2011 8:33 PM, Matt Dralle wrote:
> At 07:39 PM 12/26/2011 Monday, you wrote:
>> --> RV-List message posted by: Matt Dralle <dralle@matronics.com>
>>
>> Dear Listers,
>>
>> I've been flying the new 10" Dynon Skyview in the RV-6 for a few
>> weeks now and it seems like the airspeed is reading maybe 10mph
>> fast. The GS always reads 10mph or more slower than the True
>> airspeed, no matter which way I fly with respect to the current
>> wind. Looking through the configuration options on the Skyview, I'm
>> not seeing parameters to calibrate the airspeed. If the airspeed
>> were *slow* compared to the GS, I could envision making adjustments
>> to the Pitot tube to get it in better alignment with slipstream. But
>> *fast* is a head scratcher. If there's no electronic configuration
>> parameters to adjust, what do you do? Are there Pitot line
>> "attenuators" like for RF in coax? ;-)
>>
>> Matt
>
>
> Listers,
>
> I went flying tonight in the RV-6 around sunset and took some airspeed
> numbers flying the four points of the compass. I let each direction
> normalize for about 2 minutes before taking the readings. I've still
> got my little black-tape washer deals on the static ports that I
> detailed in a previous email.
>
> Do these numbers make any sense?
> Emacs!
> I set the altimeter to 30.15 (KLVK ATIS). I compared the Dynon
> altitude with the Garmin 696 GPS altitude. The Dynon was high by 100
> ft. I used the Dynon altitude adjustment to set it to match the GPS
> (-100ft). The readings above were after this adjustment.
>
> -
> Matt "Red Dawg" Dralle
>
> RV-8 #82880 N998RV "Ruby Vixen"
> http://www.mattsrv8.com <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: 172+ Hours TTSN - Rebuilding Fuselage After Landing Mishap...
>
> RV-6 #20916 N360EM "The Flyer"
> http://www.mattsrv6.com <http://www.mattsrv6.com/> - Matt's RV-6
> Revitalization Log
> Status: 48+ Hours Since Purchase - Upgrades Complete; Now In Full
> Flyer Mode
>
Message 10
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| Subject: | Re: Dynon Skyview Airspeed Calibration... |
Matt,
What type/shape of static ports do you have? I'm wondering if this is an
issue with flush static ports??? Airspeed indicator results/calibration has
proven more effective with a static port that protrudes a bit from the edge
of the skin.
Ben Westfall
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Matt Dralle
Sent: Thursday, December 29, 2011 7:34 PM
rv10-list@matronics.com
Subject: RV10-List: Re: Dynon Skyview Airspeed Calibration...
At 07:39 PM 12/26/2011 Monday, you wrote:
--> RV-List message posted by: Matt Dralle <dralle@matronics.com>
Dear Listers,
I've been flying the new 10" Dynon Skyview in the RV-6 for a few weeks now
and it seems like the airspeed is reading maybe 10mph fast. The GS always
reads 10mph or more slower than the True airspeed, no matter which way I fly
with respect to the current wind. Looking through the configuration options
on the Skyview, I'm not seeing parameters to calibrate the airspeed. If the
airspeed were *slow* compared to the GS, I could envision making adjustments
to the Pitot tube to get it in better alignment with slipstream. But *fast*
is a head scratcher. If there's no electronic configuration parameters to
adjust, what do you do? Are there Pitot line "attenuators" like for RF in
coax? ;-)
Matt
Listers,
I went flying tonight in the RV-6 around sunset and took some airspeed
numbers flying the four points of the compass. I let each direction
normalize for about 2 minutes before taking the readings. I've still got my
little black-tape washer deals on the static ports that I detailed in a
previous email.
Do these numbers make any sense?
Emacs!
I set the altimeter to 30.15 (KLVK ATIS). I compared the Dynon altitude
with the Garmin 696 GPS altitude. The Dynon was high by 100 ft. I used the
Dynon altitude adjustment to set it to match the GPS (-100ft). The readings
above were after this adjustment.
-
Matt "Red Dawg" Dralle
RV-8 #82880 N998RV "Ruby Vixen"
http://www.mattsrv8.com <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: 172+ Hours TTSN - Rebuilding Fuselage After Landing Mishap...
RV-6 #20916 N360EM "The Flyer"
http://www.mattsrv6.com <http://www.mattsrv6.com/> - Matt's RV-6
Revitalization Log
Status: 48+ Hours Since Purchase - Upgrades Complete; Now In Full Flyer Mode
Message 11
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| Subject: | Re: Dynon Skyview Airspeed Calibration... |
Oops I did not read the entire email. I see you already figured it out.
Sorry for the spam
-Ben
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Matt Dralle
Sent: Thursday, December 29, 2011 7:34 PM
rv10-list@matronics.com
Subject: RV10-List: Re: Dynon Skyview Airspeed Calibration...
At 07:39 PM 12/26/2011 Monday, you wrote:
--> RV-List message posted by: Matt Dralle <dralle@matronics.com>
Dear Listers,
I've been flying the new 10" Dynon Skyview in the RV-6 for a few weeks now
and it seems like the airspeed is reading maybe 10mph fast. The GS always
reads 10mph or more slower than the True airspeed, no matter which way I fly
with respect to the current wind. Looking through the configuration options
on the Skyview, I'm not seeing parameters to calibrate the airspeed. If the
airspeed were *slow* compared to the GS, I could envision making adjustments
to the Pitot tube to get it in better alignment with slipstream. But *fast*
is a head scratcher. If there's no electronic configuration parameters to
adjust, what do you do? Are there Pitot line "attenuators" like for RF in
coax? ;-)
Matt
Listers,
I went flying tonight in the RV-6 around sunset and took some airspeed
numbers flying the four points of the compass. I let each direction
normalize for about 2 minutes before taking the readings. I've still got my
little black-tape washer deals on the static ports that I detailed in a
previous email.
Do these numbers make any sense?
Emacs!
I set the altimeter to 30.15 (KLVK ATIS). I compared the Dynon altitude
with the Garmin 696 GPS altitude. The Dynon was high by 100 ft. I used the
Dynon altitude adjustment to set it to match the GPS (-100ft). The readings
above were after this adjustment.
-
Matt "Red Dawg" Dralle
RV-8 #82880 N998RV "Ruby Vixen"
http://www.mattsrv8.com <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: 172+ Hours TTSN - Rebuilding Fuselage After Landing Mishap...
RV-6 #20916 N360EM "The Flyer"
http://www.mattsrv6.com <http://www.mattsrv6.com/> - Matt's RV-6
Revitalization Log
Status: 48+ Hours Since Purchase - Upgrades Complete; Now In Full Flyer Mode
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