Today's Message Index:
----------------------
1. 07:04 AM - Bendix S1200 Mags (larson36@aol.com)
2. 07:34 AM - GRT Panel Layout (Nikolaos Napoli)
3. 08:32 AM - Re: GRT Panel Layout (Rene Felker)
4. 08:58 AM - Re: Experimental aircraft crashes (Dave Saylor)
5. 09:29 AM - Re: GRT Panel Layout (Nikolaos Napoli)
6. 10:20 AM - Takeoff and Full flap landings (Pascal)
7. 10:23 AM - Re: GRT Panel Layout (Ben Westfall)
8. 10:39 AM - Re: GRT Panel Layout (Bruce Johnson)
9. 10:52 AM - Re: Takeoff and Full flap landings (Rene Felker)
10. 10:57 AM - Re: Takeoff and Full flap landings (Jae Chang)
11. 11:08 AM - Re: Bendix S1200 Mags (Jim Berry)
12. 11:15 AM - Re: Main gear shudder revisited (Jim Berry)
13. 11:17 AM - Re: GRT Panel Layout (Bruce Johnson)
14. 11:36 AM - Re: Experimental aircraft crashes (Robin Marks)
15. 12:00 PM - Re: Takeoff and Full flap landings (Bill Watson)
16. 12:02 PM - Re: GRT Panel Layout (Bill Watson)
17. 12:05 PM - Re: GRT Panel Layout (Robin Marks)
18. 12:43 PM - Re: Takeoff and Full flap landings (Pascal)
19. 01:46 PM - Re: GRT Panel Layout (Bob Turner)
20. 01:48 PM - Re: GRT Panel Layout (Bob Turner)
21. 01:59 PM - Re: Takeoff and Full flap landings (Bob Turner)
22. 02:15 PM - Re: Takeoff and Full flap landings (Tim Olson)
23. 02:27 PM - Re: Re: Takeoff and Full flap landings (Pascal)
24. 03:52 PM - Re: GRT Panel Layout (Nikolaos Napoli)
25. 04:12 PM - Re: Re: GRT Panel Layout (Nikolaos Napoli)
26. 04:25 PM - Re: GRT Panel Layout (dmaib@me.com)
27. 04:38 PM - Re: Re: GRT Panel Layout (Robin Marks)
28. 05:22 PM - NTSB recommendations (DLM)
29. 05:22 PM - Re: Re: GRT Panel Layout (Nikolaos Napoli)
30. 05:55 PM - Clarity ADS-B (Alan Mekler)
31. 05:58 PM - Re: Takeoff and Full flap landings (David Leikam)
32. 06:02 PM - Re: Clarity ADS-B (Dj Merrill)
33. 06:16 PM - Re: Takeoff and Full flap landings (Chris)
34. 06:51 PM - Re: Re: GRT Panel Layout (Robin Marks)
35. 07:32 PM - Re: Re: GRT Panel Layout (Bill Watson)
36. 08:02 PM - Re: Re: GRT Panel Layout (Bill Watson)
37. 08:39 PM - Re: Re: GRT Panel Layout (Jesse Saint)
Message 1
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| Subject: | Bendix S1200 Mags |
Has anyone installed the Bendix S1200 Mags on the 540 engine? I am concern
ed about whether or not there is enough clearance between the engine rear a
nd the fire wall to accommodate the physically larger mag.
Larry Klein 40206
Message 2
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| Subject: | GRT Panel Layout |
Here is my final panel configuration. I should be cutting metal this weekend.
Any comment or thoughts appreciated
Thanks
Niko
Nikolaos Napoli
>
>
>
>
>
>
Message 3
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| Subject: | GRT Panel Layout |
A couple of general comments.
Is there enough room for the left panel..top left corner..considering ribs,
etc. Looks a little close
The switches across the bottom of the panel. If any of them are critical,
than you will need some type of switch guard. Because, in turbulence, you
reach for one of the buttons on the bottom, you hit a bump and your hand
gets pulled down and turns off the switch..ask me how I know....IPC, in a
hold and I turned off my GRT..well I got some good practice flying on my
backup instruments..
Looks great to me.
Rene' Felker
N423CF
801-721-6080
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Nikolaos Napoli
Sent: Thursday, May 24, 2012 8:34 AM
Subject: RV10-List: GRT Panel Layout
Here is my final panel configuration. I should be cutting metal this
weekend.
Any comment or thoughts appreciated
Thanks
Niko
Nikolaos Napoli
Message 4
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| Subject: | Re: Experimental aircraft crashes |
It's not PC to name names, but it would be interesting to see a breakdown
between the various brands. The last time FAA tried to point a finger at
Lancair all hell broke loose. Remember the info letter that was
rescinded? That didn't happen because FAA unilaterally realized their
mistake.
Dave Saylor
831-750-0284 CL
On Wed, May 23, 2012 at 6:53 PM, Miller John <gengrumpy@aol.com> wrote:
> For your reading pleasure.....and I'm sure that USA Today got all of the
> facts correct_:)
>
> grumpy
>
> do not archive
>
> ****
> NTSB: Homemade aircraft deadlier than most planes
> By Bart Jansen, USA TODAY
>
> Pilots of small, homemade aircraft have twice as many accidents and three
> times the fatalities as the rest of the general-aviation community, the National
> Transportation Safety Board<http://content.usatoday.com/topics/topic/Organizations/Government+Bodies/National+Transportation+Safety+Board>found Tuesday.
>
> - [image: Tom Vukonich works on a De Havilland DH-4B wooden bi-plane
> in his garage in Metamora, Mich. The NTSB approved recommendations for the
> FAA and Experimental Aircraft Association to improve safety.]<http://i.usatoday.net/news/_photos/2012/05/22/NTSB-Small-hobby-aircraft-deadly-GG1HDOI0-x-large.jpg>
>
> 2011 photo by Eric Seals, Detroit Free Press
>
> Tom Vukonich works on a De Havilland DH-4B wooden bi-plane in his
> garage in Metamora, Mich. The NTSB approved recommendations for the FAA and
> Experimental Aircraft Association to improve safety.
>
> 2011 photo by Eric Seals, Detroit Free Press
>
> Tom Vukonich works on a De Havilland DH-4B wooden bi-plane in his garage
> in Metamora, Mich. The NTSB approved recommendations for the FAA and
> Experimental Aircraft Association to improve safety.
> **
>
> Based on those findings, the five-member board unanimously approved
> recommendations for the Federal Aviation Administration<http://content.usatoday.com/topics/topic/Organizations/Government+Bodies/Federal+Aviation+Administration>and the Experimental
> Aircraft Association<http://content.usatoday.com/topics/topic/Experimental+Aircraft+Association>to develop better flight-test plans, encourage more training for pilots and
> conduct fuel tests on the aircraft. Engine failures are a leading cause of
> the accidents.
>
> "The recommendations that we have issued today are all intended to improve
> safety while maintaining the excitement and the adventure of this vibrant
> segment of aviation," says Deborah Hersman, the board chairman.
>
> The board studied the experimental aircraft industry because of the larger
> number of accidents during the last decade and because of the growing
> popularity in aircraft that hobbyists build themselves. Over the last
> decade, there were an average of 213 accidents each year, including 55
> fatalities, the board found.
>
> Among 224,000 general-aviation aircraft across the USA<http://content.usatoday.com/topics/topic/Places,+Geography/Countries/United+States>,
> 33,000 are considered experimental, meaning they were built from a kit or
> from a unique design. The aircraft account for 20% of fatal crashes of
> general aviation, despite representing a small portion of the fleet.
>
> From 2001 to 2010, the board found that accidents for every 100,000 hours
> flown averaged 21.2 for experimental aircraft and 9.5 for the rest of
> general aviation. Even more ominous, the average number of fatal crashes
> for every 100,000 hours flown averaged 5.3 for experimental aircraft and
> 1.6 for the rest of general aviation.
>
> During that decade, the board found nearly one in four accidents were
> blamed on a power-plant failure and another one in four on loss of control
> in flight. Loss of control caused nearly half the fatal crashes.
>
> Loren Groff, who researched the accidents, says experimental aircraft have
> lower accident rates in Canada and Britain. He says those countries have
> more inspections of the aircraft, including a fuel-flow check in Canada,
> that could prevent engine failures.
>
> "It seems like we would want to be doing things they are doing in other
> countries," says Robert Sumwalt, a board member.
>
> A significant share of the accidents occurred during the first flight of
> the aircraft, whether the pilot built the plane himself or bought it used.
> The board found 10 of 102 accidents in newly built aircraft were on the
> first flight, as were 14 of 125 on the first flight of used aircraft flown
> by the new owner.
>
> With the help of the Experimental Aircraft Association, the NTSB<http://content.usatoday.com/topics/topic/Organizations/Government+Bodies/National+Transportation+Safety+Board>surveyed nearly 5,000 pilots to learn more about the industry. The survey
> found that experimental pilots tend to be older and experienced, mostly
> describing themselves as retired and averaging more than 60 years old with
> 30 years of flying experience with a total of 1,300 hours.
>
> The vast bulk of the aircraft are planes, but also include gliders,
> helicopters and balloons.
> **
>
> *
>
> *
>
>
Message 5
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| Subject: | Re: GRT Panel Layout |
Rene
Thanks for the input, you make some good points.
Since I am cutting the panel myself it gives me some leeway to tweak it so t
he upper left corner fits. I might have to trim the perimeter angle at that
location. I am trying to get the panel as far to the left as possible. As
far as the main left side rib I dont know if I clear it. If I dont, I will
trim the rib and reinforce it.
As far as the switches, taking what you said into consideration, I will lay t
hem out in groups with space in between groups so that I dont accidentally t
urn off critical switches. Here is what I am thinking
Mastr, Alternator, Aux Battery
EIS, EFIS1, EFIS2, Avionics
Strobes, Nav lights, Taxi Lights, Landing Light
autopilot off, trim off, copilot stick off.
So the first two groups should not normally be touched during the flight. I
also have the infinity stick which reduces the number of switches on the pa
nel.
Thang again
Niko
Nikolaos Napoli
On May 24, 2012, at 11:31 AM, Rene Felker <rene@felker.com> wrote:
> A couple of general comments.
>
> Is there enough room for the left panel.top left corner.
considering ribs, etc. Looks a little close
>
> The switches across the bottom of the panel. If any of them are critical,
than you will need some type of switch guard. Because, in turbulence, you r
each for one of the buttons on the bottom, you hit a bump and your hand gets
pulled down and turns off the switchask me how I know
..IPC, in a hold and I turned off my GRT.well I got som
e good practice flying on my backup instruments.
>
> Looks great to me.
>
> Rene' Felker
> N423CF
> 801-721-6080
>
> From: owner-rv10-list-server@matronics.com [mailto:owner-rv10-list-server@
matronics.com] On Behalf Of Nikolaos Napoli
> Sent: Thursday, May 24, 2012 8:34 AM
> To: Matronics
> Subject: RV10-List: GRT Panel Layout
>
> Here is my final panel configuration. I should be cutting metal this week
end.
>
> Any comment or thoughts appreciated
>
> Thanks
> Niko
>
> Nikolaos Napoli
>
>
>
>
> <image001.jpg>
Message 6
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| Subject: | Takeoff and Full flap landings |
I am about to take the family out on a camping trip. I was given
feedback that I should avoid full flaps with the plane loaded (2515lbs-
95lb of that in baggage area). I had planned to use full flaps, as I am
coming into a airport that is surrounded by hills and hence a steeper
approach will be needed on final. Speaking with a builder this morning I
received solid feedback on why I should use full flaps or a partial
(20-25 degrees) flap setting versus the 15/18 degrees.
I understand the wind requirement for when to and not use the full
flaps, I am interested in feedback about when do others use full flaps
and reasons not to use it.
On the flip side on takeoff- I may use 0 degrees for shorter/ need to
climb over obstacles at end of runway, but the discussion came up about
why not use 15 degrees?
Thoughts on use of flaps on takeoff? any real benefits?
Just looking for what others do and why, not a debate on which is right
or wrong.
Thank you!
Pascal
Message 7
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| Subject: | GRT Panel Layout |
If you do find yourself in the unfortunate event of relying on your backup
gauges (which sounds a bit more likely w/efis switches on the dash) your
scan will be difficult at best with the backups being on opposite ends of
the panel. You will end up focusing on the attitude indicator and in high
stress situations your alt and airspeed won't be scanned much.
What is the function of the efis switches? Are you using some of those to
facilitate e-buss wiring as it appears you are using a VP product? Is that
also the case for your "trim off" switch or is that simply for speed of
shutoff given a runaway scenario?
-Ben
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Nikolaos Napoli
Sent: Thursday, May 24, 2012 7:34 AM
Subject: RV10-List: GRT Panel Layout
Here is my final panel configuration. I should be cutting metal this
weekend.
Any comment or thoughts appreciated
Thanks
Niko
Nikolaos Napoli
Message 8
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| Subject: | Re: GRT Panel Layout |
Nice layout, the only change I would make is to move the second screen to t
he right and put the two steam-gauges-closer to the middle for better v
isual for the PIC=0A=0A=0A________________________________=0A From: Nikolao
s Napoli <napolin@me.com>=0ATo: Matronics <rv10-list@matronics.com> =0ASent
: Thursday, May 24, 2012 7:33 AM=0ASubject: RV10-List: GRT Panel Layout=0A
=0A=0AHere is my final panel configuration. -I should be cutting metal th
is weekend.=0A=0AAny comment or thoughts appreciated=0A=0AThanks=0ANiko=0A
=0ANikolaos Napoli=0A=0A=0A-=0A>-
Message 9
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| Subject: | Takeoff and Full flap landings |
I use full flaps, all weights and wind conditions. Have not had a problem.
No opinion on the flaps on take off? Have tested it and half flap takeoffs
are interesting and would appear to be an advantage for short/soft fields.
But have not done enough to have a real opinion.
Rene' Felker
N423CF
801-721-6080
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Pascal
Sent: Thursday, May 24, 2012 11:19 AM
Subject: RV10-List: Takeoff and Full flap landings
I am about to take the family out on a camping trip. I was given feedback
that I should avoid full flaps with the plane loaded (2515lbs- 95lb of that
in baggage area). I had planned to use full flaps, as I am coming into a
airport that is surrounded by hills and hence a steeper approach will be
needed on final. Speaking with a builder this morning I received solid
feedback on why I should use full flaps or a partial (20-25 degrees) flap
setting versus the 15/18 degrees.
I understand the wind requirement for when to and not use the full flaps, I
am interested in feedback about when do others use full flaps and reasons
not to use it.
On the flip side on takeoff- I may use 0 degrees for shorter/ need to climb
over obstacles at end of runway, but the discussion came up about why not
use 15 degrees?
Thoughts on use of flaps on takeoff? any real benefits?
Just looking for what others do and why, not a debate on which is right or
wrong.
Thank you!
Pascal
Message 10
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| Subject: | Re: Takeoff and Full flap landings |
Pascal... sounds like a great trip. my first camping trip in the -10
is high on my todo list!
i can't think of a good reason to avoid full flaps. it lowers my stall
speed by a good margin in all CG configurations, so not sure what is the
harm.
my word of warning is for a half-flaps takeoff. i casually decided to
give this a go one day. i normally do 0 degree takeoffs but this was my
first time at half-flaps. the plane wants to rotate so quickly, that it
caught me by surprise. i was still pushing the throttle in when the
mains left the ground before the nose wheel. i quickly pulled back on
the stick, so no harm done. anyway, i was quite surprised how quickly
everything happened.
next time, i will make sure to add some back elevator trim before doing
a half-flaps takeoff.
Jae
--
#40533 RV-10
First flight 10/19/2011
Phase 1 Done 11/26/2011
On 5/24/2012 10:18 AM, Pascal wrote:
> I am about to take the family out on a camping trip. I was given
> feedback that I should avoid full flaps with the plane loaded
> (2515lbs- 95lb of that in baggage area). I had planned to use full
> flaps, as I am coming into a airport that is surrounded by hills and
> hence a steeper approach will be needed on final. Speaking with a
> builder this morning I received solid feedback on why I should use
> full flaps or a partial (20-25 degrees) flap setting versus the 15/18
> degrees.
> I understand the wind requirement for when to and not use the full
> flaps, I am interested in feedback about when do others use full flaps
> and reasons not to use it.
> On the flip side on takeoff- I may use 0 degrees for shorter/ need to
> climb over obstacles at end of runway, but the discussion came up
> about why not use 15 degrees?
> Thoughts on use of flaps on takeoff? any real benefits?
> Just looking for what others do and why, not a debate on which is
> right or wrong.
> Thank you!
> Pascal
>
Message 11
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| Subject: | Re: Bendix S1200 Mags |
I have 2 of the S1200 mags on my IO540. Fits fine.
Jim Berry
N15JB
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=373785#373785
Message 12
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| Subject: | Re: Main gear shudder revisited |
Rick,
You can get the Matco wheel and axle from www.matcomfg.com . Great people to do business with, and no reason to look elsewhere.
Jim Berry
N15JB
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=373786#373786
Message 13
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| Subject: | Re: GRT Panel Layout |
After looking at it again, I might move the engine monitoring into the midd
le as it will be hard to read from the left. I put mine to far down and its
a pain. Also you might add a stereo to the area where the engine monitor w
as.-=0A=0A=0A________________________________=0A From: Bruce Johnson <bru
ce1hwjohnson@yahoo.com>=0ATo: "rv10-list@matronics.com" <rv10-list@matronic
s.com> =0ASent: Thursday, May 24, 2012 10:38 AM=0ASubject: Re: RV10-List: G
RT Panel Layout=0A =0A=0ANice layout, the only change I would make is to mo
ve the second screen to the right and put the two steam-gauges-closer t
o the middle for better visual for the PIC=0A=0A=0A________________________
________=0A From: Nikolaos Napoli <napolin@me.com>=0ATo: Matronics <rv10-li
st@matronics.com> =0ASent: Thursday, May 24, 2012 7:33 AM=0ASubject: RV10-L
ist: GRT Panel Layout=0A =0A=0AHere is my final panel configuration. -I s
hould be cutting metal this weekend.=0A=0AAny comment or thoughts appreciat
ed=0A=0AThanks=0ANiko=0A=0ANikolaos Napoli=0A=0A=0A-=0A>-
Message 14
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| Subject: | Experimental aircraft crashes |
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ICAgICAgICAgICAgICAgICAgIC1NYXR0IERyYWxsZSwgTGlzdCBBZG1pbi48aHR0cDovL2kudXNh
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YXRyb25pY3MuY29tL2NvbnRyaWJ1dGlvbjxodHRwOi8vaS51c2F0b2RheS5uZXQvbmV3cy9fcGhv
dG9zLzIwMTIvMDUvMjIvTlRTQi1TbWFsbC1ob2JieS1haXJjcmFmdC1kZWFkbHktR0cxSERPSTAt
eC1sYXJnZS5qcGc+DQoNCl8tPT09PT09PT09PT09PT09PT09PT09PT09PT09PT09PT09PT09PT09
PT09PT09PT09PT09PT09PT09PT09PGh0dHA6Ly9pLnVzYXRvZGF5Lm5ldC9uZXdzL19waG90b3Mv
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DQo
Message 15
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| Subject: | Re: Takeoff and Full flap landings |
To clarify what I think Jae was saying - it's not that it wants to
"rotate" in the classic sense, rather it will want to "wheelbarrow on
the nosewheel because half flaps requires significant up-trim at full
power. And I totally agree, you need to prepare for that if you
routinely make 0 deg TOs.
> my word of warning is for a half-flaps takeoff. i casually decided to
> give this a go one day. i normally do 0 degree takeoffs but this was
> my first time at half-flaps. the plane wants to rotate so quickly,
> that it caught me by surprise. i was still pushing the throttle in
> when the mains left the ground before the nose wheel. i quickly pulled
> back on the stick, so no harm done. anyway, i was quite surprised how
> quickly everything happened.
My standard procedure is to takeoff with half flaps and land with full
flaps. The half flaps probably has something to do with my home field
being turf with obstructions but I never vary even on 7,000' of
concrete. Full flaps work in most/all wind conditions for me though I'm
careful to liberal with power if the wind gradient gets you low and slow.
> Next time, i will make sure to add some back elevator trim before
> doing a half-flaps takeoff.
Yes, it really help to have a trim position figured out and set before
takeoff with half flaps.
Bill
Message 16
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| Subject: | Re: GRT Panel Layout |
Message 17
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| Subject: | GRT Panel Layout |
Speaking as one that put a full audio/video system in my plane I say NOOOO
to the stereo. I have since ripped out 7+ pounds of AV equipment and replac
ed with iPad which I then upgraded to iPad2 then the New iPad. Tech changes
so quickly I suggest you don't lock yourself into 1970's stereo equipment.
I also added a Belkin Bluetooth adapter into my audio panel for ~$60.00. O
f course several audio panels have BT built in now.
As far as the panel layout goes I personally prefer each display being exac
tly centered in front of each stick so you can fly from either location as
if it was designed that way. That would leave room to place all 3 round gau
ges stacked for easier scan (prefer the smaller gauges).
Also what is going on with the ~5 lights above the PFD? Looks like 5 of one
style and one of another. No symmetry there as one light is centered betwe
en the PFD and the radio stack. Why? I would either find a way to tighten t
hem up so they ended flush right with the PFD or I would center them above
the radio stack ending flush left & right with the radio stack column.
Are you really installing dual 430W's?
Finally why do you need the engine monitoring at all on your panel? Doesn't
that all show up on your GRT's?
Good luck,
Robin
From: owner-rv10-list-server@matronics.com [mailto:owner-rv10-list-server@m
atronics.com] On Behalf Of Bruce Johnson
Sent: Thursday, May 24, 2012 11:17 AM
Subject: Re: RV10-List: GRT Panel Layout
After looking at it again, I might move the engine monitoring into the midd
le as it will be hard to read from the left. I put mine to far down and its
a pain. Also you might add a stereo to the area where the engine monitor w
as.
________________________________
From: Bruce Johnson <bruce1hwjohnson@yahoo.com<mailto:bruce1hwjohnson@yahoo
.com>>
tronics.com<mailto:rv10-list@matronics.com>>
Sent: Thursday, May 24, 2012 10:38 AM
Subject: Re: RV10-List: GRT Panel Layout
Nice layout, the only change I would make is to move the second screen to t
he right and put the two steam gauges closer to the middle for better visua
l for the PIC
________________________________
From: Nikolaos Napoli <napolin@me.com<mailto:napolin@me.com>>
Sent: Thursday, May 24, 2012 7:33 AM
Subject: RV10-List: GRT Panel Layout
Here is my final panel configuration. I should be cutting metal this weeke
nd.
Any comment or thoughts appreciated
Thanks
Niko
Nikolaos Napoli
[cid:image001.jpg@01CD39A2.CF7AA920]
Message 18
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| Subject: | Re: Takeoff and Full flap landings |
Thank you all who responded so quickly. Great information!
Sticking to the plan!
Thanks!
Pascal
From: Pascal
Sent: Thursday, May 24, 2012 10:18 AM
Subject: Takeoff and Full flap landings
I am about to take the family out on a camping trip. I was given
feedback that I should avoid full flaps with the plane loaded (2515lbs-
95lb of that in baggage area). I had planned to use full flaps, as I am
coming into a airport that is surrounded by hills and hence a steeper
approach will be needed on final. Speaking with a builder this morning I
received solid feedback on why I should use full flaps or a partial
(20-25 degrees) flap setting versus the 15/18 degrees.
I understand the wind requirement for when to and not use the full
flaps, I am interested in feedback about when do others use full flaps
and reasons not to use it.
On the flip side on takeoff- I may use 0 degrees for shorter/ need to
climb over obstacles at end of runway, but the discussion came up about
why not use 15 degrees?
Thoughts on use of flaps on takeoff? any real benefits?
Just looking for what others do and why, not a debate on which is right
or wrong.
Thank you!
Pascal
Message 19
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| Subject: | Re: GRT Panel Layout |
Contrarian: I'd leave the EIS box more or less out of sight, off to the right.
The HXr screens will display all the engine data. You can have the EIS flash if
there's no oil pressure after start up, but you will have to look over there.
I'm curious; looks like you're going with a remote transponder but opted not to
go with the remote audio panel or remote com?
Two Garmin boxes are overkill IMHO, but it's your money.
--------
Bob Turner
RV-10 QB
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=373800#373800
Message 20
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| Subject: | Re: GRT Panel Layout |
Do I see just one headset jack at each end? Instead of a pair?
--------
Bob Turner
RV-10 QB
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=373801#373801
Message 21
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| Subject: | Re: Takeoff and Full flap landings |
I'd kindly suggest you exercise caution in whose advice you seek. There is absolutely
no reason not to use full flaps for landing.
Some people do avoid full flaps because their aircraft's CG is too far forward
and they run out of elevator authority in the flare. Better to carry some ballast.
This shouldn't be an issue for you with that much weight in the back.
The -10 has a powerful rudder, and is a good cross wind plane. I would go to partial
flaps only if the winds were so strong that I thought a go-around was likely,
in which case I'd like to have the flaps already at 15-20.
Takeoffs with 15-20 flaps will shorten the ground roll, but also reduce the rate
of climb after lift off.
I presume you've done a weight and balance. With a lot of weight in the baggage
area but not so much elsewhere you may be pretty far aft. Did you check the C.G.
at the landing weight? As you burn gas it will move aft if it was aft to start
with.
--------
Bob Turner
RV-10 QB
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=373802#373802
Message 22
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| Subject: | Re: Takeoff and Full flap landings |
I use full flaps on landing *all* the time.
I use 1 notch of flaps for takeoff when I'm on grass or short
fields.
Tim
On 5/24/2012 12:18 PM, Pascal wrote:
> I am about to take the family out on a camping trip. I was given
> feedback that I should avoid full flaps with the plane loaded (2515lbs-
> 95lb of that in baggage area). I had planned to use full flaps, as I am
> coming into a airport that is surrounded by hills and hence a steeper
> approach will be needed on final. Speaking with a builder this morning I
> received solid feedback on why I should use full flaps or a partial
> (20-25 degrees) flap setting versus the 15/18 degrees.
> I understand the wind requirement for when to and not use the full
> flaps, I am interested in feedback about when do others use full flaps
> and reasons not to use it.
> On the flip side on takeoff- I may use 0 degrees for shorter/ need to
> climb over obstacles at end of runway, but the discussion came up about
> why not use 15 degrees?
> Thoughts on use of flaps on takeoff? any real benefits?
> Just looking for what others do and why, not a debate on which is right
> or wrong.
> Thank you!
> Pascal
>
Message 23
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| Subject: | Re: Takeoff and Full flap landings |
Sometimes people give advice without one asking. It is a certainty at my
airport. Regardless if the advice comes from a friend of a friend whose
brother was an A/P or a experienced pilot, I consider every piece of
"advice" given.
This forum serves as a great jury on what may or may not be a problem. Since
most have flown their planes far more than I have, especially with folks and
cargo aboard, the advice is far more credible for my final decision on how
to fly into a mountainous valley airport.
I use Greg Hale's W&B that he offered up to the group. I have two kids in
the back that along with 95lbs in baggage (three women will do this!)
Differnce in CG is minimal for the 45 minute flight.
Appreciate your feedback!
Pascal
-----Original Message-----
From: Bob Turner
Sent: Thursday, May 24, 2012 1:58 PM
Subject: RV10-List: Re: Takeoff and Full flap landings
I'd kindly suggest you exercise caution in whose advice you seek. There is
absolutely no reason not to use full flaps for landing.
Some people do avoid full flaps because their aircraft's CG is too far
forward and they run out of elevator authority in the flare. Better to carry
some ballast. This shouldn't be an issue for you with that much weight in
the back.
The -10 has a powerful rudder, and is a good cross wind plane. I would go to
partial flaps only if the winds were so strong that I thought a go-around
was likely, in which case I'd like to have the flaps already at 15-20.
Takeoffs with 15-20 flaps will shorten the ground roll, but also reduce the
rate of climb after lift off.
I presume you've done a weight and balance. With a lot of weight in the
baggage area but not so much elsewhere you may be pretty far aft. Did you
check the C.G. at the landing weight? As you burn gas it will move aft if it
was aft to start with.
--------
Bob Turner
RV-10 QB
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=373802#373802
Message 24
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| Subject: | Re: GRT Panel Layout |
Thank you all for your replies.
Here is the thought process behind the panel layout which addresses some of t
he comments.
The system is a dual AHRS, dual magnetometer system. There will be a small b
ackup battery but its a single alternator system. There is a vacuum horizon
in case all electrical power is lost along with a mechanical airspeed and a
ltitude indicators.
The main backup is the second screen with the second AHRS, magnetometer and b
ackup battery. The likelihood that I will have to revert to only the steam
gages is very remote, and if I do, my first thought would be to get out of I
MC , I am not flying an approach with only those instruments if I can help i
t ,in which case the attitude indicator will be the control instrument and a
dequate to keep the plane on a relatively steady heading and altitude. Beca
use of this, the steam gages have tertiary importance, therefore, I placed t
he second screen closer to the left and the two steam gages to the right of t
he second screen. At this location the second screen is also easier to use
and see during normal flight displaying engine instruments maps etc adding t
o situational awareness.
The GRT screens have no on/off switches and cant be shut down without extern
ally removing power to them. I wanted to be able to shut them down individua
lly, therefore, the separate switches. I also wanted to be able to have the
screens shut before startup as thats what GRT recommends although with the b
ackup battery I will probably have the primary one on during startup.
The trim, autopilot and copilot switches on the right are there in case some
thing doesn't feel or look right I can quickly, without thinking, shut all t
hree down and then evaluate the situation. The VPX-Pro I am installing does
not cover all of the possible runway trim failure modes.
There are 5 warning lights and a panel screw next to each other, I will move
the warning lights over the radio stack and center them. That was a brain f
reeze.
I normally dont need to look at the engine monitor but it does have to be mo
unted somewhere. I placed it in an out of the way spot. I had extra room t
here anyway. That reminds me I need to make room for the alternator circuit
braker.
The audio panel has bluetooth capability, and I also have an overhead DVD pl
ayer mounted for the rear seats so I dont need any more stereo equipment.
Small steam gages dont work for my setup because I have found vacuum horizon
s only in the larger size, and most of the reasonably priced altimeters come
with only a single dial with a 100 ft altitude change about a tenth or two o
f an inch movement in the dial. Not enough resolution for my taste.
I dont have dual 430s, whats shown in the figure is dual GTN650s, one of whi
ch I have allready purchased with the second one coming next year.
Hope this explains the logic behind my choices. Again all your inputs are g
reatly appreciated.
Thanks
Niko
Nikolaos Napoli
On May 24, 2012, at 3:04 PM, Robin Marks <robin@PaintTheWeb.com> wrote:
> Speaking as one that put a full audio/video system in my plane I say NOOOO
to the stereo. I have since ripped out 7+ pounds of AV equipment and replac
ed with iPad which I then upgraded to iPad2 then the New iPad. Tech changes s
o quickly I suggest you don=99t lock yourself into 1970's stereo equip
ment. I also added a Belkin Bluetooth adapter into my audio panel for ~$60.0
0. Of course several audio panels have BT built in now.
>
> As far as the panel layout goes I personally prefer each display being exa
ctly centered in front of each stick so you can fly from either location as i
f it was designed that way. That would leave room to place all 3 round gauge
s stacked for easier scan (prefer the smaller gauges).
> Also what is going on with the ~5 lights above the PFD? Looks like 5 of on
e style and one of another. No symmetry there as one light is centered betwe
en the PFD and the radio stack. Why? I would either find a way to tighten th
em up so they ended flush right with the PFD or I would center them above th
e radio stack ending flush left & right with the radio stack column.
>
> Are you really installing dual 430W's?
>
> Finally why do you need the engine monitoring at all on your panel? Doesn
=99t that all show up on your GRT's?
>
> Good luck,
> Robin
> From: owner-rv10-list-server@matronics.com [mailto:owner-rv10-list-server@
matronics.com] On Behalf Of Bruce Johnson
> Sent: Thursday, May 24, 2012 11:17 AM
> To: rv10-list@matronics.com
> Subject: Re: RV10-List: GRT Panel Layout
>
> After looking at it again, I might move the engine monitoring into the mid
dle as it will be hard to read from the left. I put mine to far down and its
a pain. Also you might add a stereo to the area where the engine monitor wa
s.
>
> From: Bruce Johnson <bruce1hwjohnson@yahoo.com>
> To: "rv10-list@matronics.com" <rv10-list@matronics.com>
> Sent: Thursday, May 24, 2012 10:38 AM
> Subject: Re: RV10-List: GRT Panel Layout
>
> Nice layout, the only change I would make is to move the second screen to t
he right and put the two steam gauges closer to the middle for better visual
for the PIC
>
> From: Nikolaos Napoli <napolin@me.com>
> To: Matronics <rv10-list@matronics.com>
> Sent: Thursday, May 24, 2012 7:33 AM
> Subject: RV10-List: GRT Panel Layout
>
> Here is my final panel configuration. I should be cutting metal this week
end.
>
> Any comment or thoughts appreciated
>
> Thanks
> Niko
>
> Nikolaos Napoli
>
>
>
>
> <image001.jpg>
>
>
>
Message 25
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| Subject: | Re: GRT Panel Layout |
The remote audio panel being offered is a relatively simple one with no bluetooth
and no marker beacon. I wanted both.
Since I am planning on flying IFR I wanted a backup navigator in case the GTN650
died on me. One option would be to go to a n SL30 which I might go for instead
of the second GTN650 as I have only purchased one of them at this time. During
IFR flying I enter a change in frequency on the radio as its being given
to me, I do not write it down, and for that I want a very simple way to enter
it. I am not sure how a single GTN650 will work for that. I believe to really
get all the remote equipment with the GRT system and make it work well you
need the android tablet. At that point the problem of where to mount it and sunlight
visibility comes in. And here is a look at the numbers, 1200 for remote
com, 4500 for remote Wass gps total 5700. GTN 650 set me back 8100 but for
the extra 2300 I have a vor navigator and can do ILS approaches and also have
a touch screen. It makes the GTN650 look like a pretty good deal to me.
Nikolaos Napoli
On May 24, 2012, at 4:44 PM, Bob Turner <bobturner@alum.rpi.edu> wrote:
>
> Contrarian: I'd leave the EIS box more or less out of sight, off to the right.
The HXr screens will display all the engine data. You can have the EIS flash
if there's no oil pressure after start up, but you will have to look over there.
>
> I'm curious; looks like you're going with a remote transponder but opted not
to go with the remote audio panel or remote com?
>
> Two Garmin boxes are overkill IMHO, but it's your money.
>
> --------
> Bob Turner
> RV-10 QB
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=373800#373800
>
>
>
>
>
>
>
>
>
>
Message 26
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| Subject: | Re: GRT Panel Layout |
If you are going to have a backup battery that will allow you to keep one of the
GRT screens on during start, then you don't need to have the EIS on the panel,
as you will be able to see all of the engine instruments on the GRT during
start. I mounted my EIS behind the panel on a hinged swing down panel so I have
access to it for programming. Frees up some panel space and once you have the
EIS programmed, you will rarely need to see it again.
The EIS could either be powered from the main buss or from the backup battery so
that it is powered during start, as is the GRT screen.
--------
David Maib
RV-10 #40559
Transition Trainer
New Smyrna Beach, FL
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=373818#373818
Message 27
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| Subject: | Re: GRT Panel Layout |
Nikolaos,
Have you considered either the new Gemini due out (Last December :-)) inste
ad of your 3 round gauges? The Gemini will probably save you $ and at the s
ame time five you full 6 pack functionality in one location.
Or maybe a Dynon D60 or D100 with its own internal back up battery?
I have the D100 in my -10 as a backup and I like it a lot. I have reserved
a spot as a backup instrument in my 8A for the Gemini. Rumored pricing unde
r $1,300.
Robin
http://www.trutrakflightsystems.com/products/Gemini_PFD.html
[Description: Gemini ADI]
http://www.dynonavionics.com/docs/EFIS_intro.html
[Description: Dynon D100 EFIS (W Super Bright Screen)]
-----Original Message-----
From: owner-rv10-list-server@matronics.com [mailto:owner-rv10-list-server@m
atronics.com] On Behalf Of Nikolaos Napoli
Sent: Thursday, May 24, 2012 4:12 PM
Subject: Re: RV10-List: Re: GRT Panel Layout
olin@me.com>>
The remote audio panel being offered is a relatively simple one with no blu
etooth and no marker beacon. I wanted both.
Since I am planning on flying IFR I wanted a backup navigator in case the G
TN650 died on me. One option would be to go to a n SL30 which I might go f
or instead of the second GTN650 as I have only purchased one of them at thi
s time. During IFR flying I enter a change in frequency on the radio as it
s being given to me, I do not write it down, and for that I want a very sim
ple way to enter it. I am not sure how a single GTN650 will work for that.
I believe to really get all the remote equipment with the GRT system and
make it work well you need the android tablet. At that point the problem o
f where to mount it and sunlight visibility comes in. And here is a look a
t the numbers, 1200 for remote com, 4500 for remote Wass gps total 5700.
GTN 650 set me back 8100 but for the extra 2300 I have a vor navigator and
can do ILS approaches and also have a touch screen. It makes the GTN650 l
ook like a pretty good deal to me.
Nikolaos Napoli
On May 24, 2012, at 4:44 PM, Bob Turner <bobturner@alum.rpi.edu<mailto:bobt
urner@alum.rpi.edu>> wrote:
lto:bobturner@alum.rpi.edu>>
>
> Contrarian: I'd leave the EIS box more or less out of sight, off to the r
ight. The HXr screens will display all the engine data. You can have the EI
S flash if there's no oil pressure after start up, but you will have to loo
k over there.
>
> I'm curious; looks like you're going with a remote transponder but opted
not to go with the remote audio panel or remote com?
>
> Two Garmin boxes are overkill IMHO, but it's your money.
>
> --------
> Bob Turner
> RV-10 QB
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=373800#373800
>
>
>
>
>
>
>
>
>
>
Message 28
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| Subject: | NTSB recommendations |
Check you latest EAA email.
http://www.ntsb.gov/news/events/2012/EAB_Study/index.html
The latest study is less about safety than increasing the bureaucracy of the
FAA and extending its control/guidance over experimental aviation. When you
look at the overall trend, the FAA is providing more regulation over fewer
machines. The number of US airline aircraft is probably less than 10000 and
the number of new certified production aircraft are decreasing. The number
of new experimental aircraft licensed annually is increasing; many have
avionics whose capability exceed anything but the major carriers. The FAA
has no control over the military. What are they going to do with their
employees?
Look at the recommendations; a new intrusion of the FAA into the
experimental world. Anytime a report is required, you can bet it will be
either "boiler plate" or revised numerous times and reviewed at multiple
levels; most bureaucratic reviews cover months. The reason many persons fly
experimental is that anytime one wants to "improve" a certified aircraft,
there is the STC. To replace a solid hydraulic line with Stratoflex standard
hose, a one time STC is required. How much paper is involved depends on the
inspector involved. The experimental aircraft manufacturer can simply make
minor improvements while major improvements take the aircraft back through a
modified phase I; logbook entries and possibly a simple report to FAA may be
required.
You can argue that better inspection procedures might improve experimental
aircraft safety. The question is at what cost? Government's approach to most
problems is to "not address the problem individuals" but instead "build a
bigger fence". More rules and regulation might prevent some problems by
driving everyone through a more rigorous regulatory process. It will still
not keep any person from forfeiting their right to contribute to the gene
pool. Every year there are individuals who, in spite of all regulations to
the contrary, kill themselves in aircraft or weather that they are not
qualified to fly. Fortunately almost all of these individuals do to
themselves and their passengers rather than anyone on the ground.
Statistically that is not hard to understand given the vastness of the
country and the size of the aircraft.
You can see the trend also in the EAA; how many articles in Sport Aviation
are written about experimental aircraft or by experimental aircraft
builders? It seems many of the writers are FLYING or AOPA retreads writing
about their experiences in certified aircraft.
As they say in the Middle East " Beware the camel's nose in the tent".
Retired
after a career with four of the largest bureaucracies in the world.
Message 29
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| Subject: | Re: GRT Panel Layout |
Yes I did look at the Gemini and I really like it. It looks like a great idea.
The only thing that stops mr from installing it instead is concern for lightning
strike. I have no idea how tolerant of lightning strike all this equipment
is and would hate to be in IMC and have a lightning strike take out my entire
panel. Maybe I am being too conservative, but like most of us I will have
my family in it.
The only conclusion I reached researching the literature is that in a relatively
large cockpit, i e airline, its unlikely that a direct lightning strike will
take the entire instrument panel out. If I could convice myself that lightning
is not a threat, or if I was going to only fly In VMC, then I would go with
the Gemini.
Niko
Nikolaos Napoli
On May 24, 2012, at 7:37 PM, Robin Marks <robin@PaintTheWeb.com> wrote:
> Nikolaos,
> Have you considered either the new Gemini due out (Last December :-)) instead
of your 3 round gauges? The Gemini will probably save you $ and at the same time
five you full 6 pack functionality in one location.
> Or maybe a Dynon D60 or D100 with its own internal back up battery?
> I have the D100 in my -10 as a backup and I like it a lot. I have reserved a
spot as a backup instrument in my 8A for the Gemini. Rumored pricing under $1,300.
>
> Robin
>
> http://www.trutrakflightsystems.com/products/Gemini_PFD.html
>
> <image003.jpg>
>
> http://www.dynonavionics.com/docs/EFIS_intro.html
>
> <image005.jpg>
>
> -----Original Message-----
> From: owner-rv10-list-server@matronics.com [mailto:owner-rv10-list-server@matronics.com] On Behalf Of Nikolaos Napoli
> Sent: Thursday, May 24, 2012 4:12 PM
> To: rv10-list@matronics.com
> Subject: Re: RV10-List: Re: GRT Panel Layout
>
>
> The remote audio panel being offered is a relatively simple one with no bluetooth
and no marker beacon. I wanted both.
>
> Since I am planning on flying IFR I wanted a backup navigator in case the GTN650
died on me. One option would be to go to a n SL30 which I might go for instead
of the second GTN650 as I have only purchased one of them at this time.
During IFR flying I enter a change in frequency on the radio as its being given
to me, I do not write it down, and for that I want a very simple way to enter
it. I am not sure how a single GTN650 will work for that. I believe to really
get all the remote equipment with the GRT system and make it work well you
need the android tablet. At that point the problem of where to mount it and
sunlight visibility comes in. And here is a look at the numbers, 1200 for remote
com, 4500 for remote Wass gps total 5700. GTN 650 set me back 8100 but
for the extra 2300 I have a vor navigator and can do ILS approaches and also
have a touch screen. It makes the GTN650 look like a pretty good deal to me.
>
> Nikolaos Napoli
>
> On May 24, 2012, at 4:44 PM, Bob Turner <bobturner@alum.rpi.edu> wrote:
>
> >
> > Contrarian: I'd leave the EIS box more or less out of sight, off to the right.
The HXr screens will display all the engine data. You can have the EIS flash
if there's no oil pressure after start up, but you will have to look over there.
> >
> > I'm curious; looks like you're going with a remote transponder but opted not
to go with the remote audio panel or remote com?
> >
> > Two Garmin boxes are overkill IMHO, but it's your money.
> >
> > --------
> > Bob Turner
> > RV-10 QB
> >
> >
> >
> >
> > Read this topic online here:
> >
> > http://forums.matronics.com/viewtopic.php?p=373800#373800
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
>
> ===================
> bsp; - The RV10-List Email Forum -
> nd much much more:
> tronics.com/Navigator?RV10-List"> http://www.matronics.com/Navigator?RV10-List
> ===================
> bsp; - MATRONICS WEB FORUMS -
> eb Forums!
> .matronics.com">http://forums.matronics.com
> ===================
> bsp; - List Contribution Web Site -
> o:p>
> bsp; -Matt Dralle, List Admin.
> tronics.com/contribution"> http://www.matronics.com/contribution
> ===================
>
>
>
Message 30
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|
Check out this from clarity. Ads-b weather/ waas GPS/traffic(tis-B), and
AHRS all in one box.
http://sagetechcorp.com/clarity
think they'll take a trade in on my stratus?
Alan
N668G
-----Original Message-----
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Jesse Saint
Sent: Thursday, May 17, 2012 11:48 PM
Subject: RV10-List: Stratus update
I just flew to Atlanta & back yesterday with the iPad & Stratus, then flew
up to PA today with it, but had to fly back from PA to NC with a 696 with XM
because the Stratus was needed in another plane. I would have easily given
up the 696 to have the iPad & Stratus combo. I did have coverage the whole
way, so that's a limiting factor of the ads-b in low/no coverage areas, but
I am extremely pleased with it.
I'll do a more detailed write up later from my computer including
screenshots. I did fly through a fair bit of IMC and it was right on, very
helpful and very easy to use.
Jesse Saint
I-TEC, Inc.
jesse@itecusa.org
www.itecusa.org
www.mavericklsa.com
C: 352-427-0285
O: 352-465-4545
F: 815-377-3694
Sent from my iPhone
Message 31
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| Subject: | Re: Takeoff and Full flap landings |
Try doing a touch and go after landing with full flaps. The ten lifts
off like a Harrier!
Dave Leikam
On May 24, 2012, at 12:55 PM, Jae Chang wrote:
> Pascal... sounds like a great trip. my first camping trip in the -10
is high on my todo list!
>
> i can't think of a good reason to avoid full flaps. it lowers my stall
speed by a good margin in all CG configurations, so not sure what is the
harm.
>
> my word of warning is for a half-flaps takeoff. i casually decided to
give this a go one day. i normally do 0 degree takeoffs but this was my
first time at half-flaps. the plane wants to rotate so quickly, that it
caught me by surprise. i was still pushing the throttle in when the
mains left the ground before the nose wheel. i quickly pulled back on
the stick, so no harm done. anyway, i was quite surprised how quickly
everything happened.
>
> next time, i will make sure to add some back elevator trim before
doing a half-flaps takeoff.
>
> Jae
> --
> #40533 RV-10
> First flight 10/19/2011
> Phase 1 Done 11/26/2011
>
> On 5/24/2012 10:18 AM, Pascal wrote:
>>
>> I am about to take the family out on a camping trip. I was given
feedback that I should avoid full flaps with the plane loaded (2515lbs-
95lb of that in baggage area). I had planned to use full flaps, as I am
coming into a airport that is surrounded by hills and hence a steeper
approach will be needed on final. Speaking with a builder this morning I
received solid feedback on why I should use full flaps or a partial
(20-25 degrees) flap setting versus the 15/18 degrees.
>> I understand the wind requirement for when to and not use the full
flaps, I am interested in feedback about when do others use full flaps
and reasons not to use it.
>> On the flip side on takeoff- I may use 0 degrees for shorter/ need to
climb over obstacles at end of runway, but the discussion came up about
why not use 15 degrees?
>> Thoughts on use of flaps on takeoff? any real benefits?
>> Just looking for what others do and why, not a debate on which is
right or wrong.
>> Thank you!
>> Pascal
>>
>
>
>
>
>
Message 32
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|
| Subject: | Re: Clarity ADS-B |
On 5/24/2012 8:55 PM, Alan Mekler wrote:
> --> RV10-List message posted by: "Alan Mekler"<amekler@metrocast.net>
>
> Check out this from clarity. Ads-b weather/ waas GPS/traffic(tis-B), and
> AHRS all in one box.
>
> http://sagetechcorp.com/clarity
>
>
I contacted them earlier today, and they say it will be available
by Oshkosh, and they have a booth there too (#4036).
I am hoping for someone to do a PIREP for me since I am not
positive I will make OSH this year.
-Dj
--
Dj Merrill - N1JOV
Sportsman 2+2 Builder #7118 N421DJ - http://deej.net/sportsman/
Glastar Flyer N866RH - http://deej.net/glastar/
Message 33
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|
| Subject: | Takeoff and Full flap landings |
Yep! that is real fun, I did a couple of "wave offs" like that while
exploring the envelope.
-Chris
N919AR
do not archive
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of David Leikam
Sent: Thursday, May 24, 2012 8:58 PM
Subject: Re: RV10-List: Takeoff and Full flap landings
Try doing a touch and go after landing with full flaps. The ten lifts off
like a Harrier!
Dave Leikam
On May 24, 2012, at 12:55 PM, Jae Chang wrote:
Pascal... sounds like a great trip. my first camping trip in the -10 is high
on my todo list!
i can't think of a good reason to avoid full flaps. it lowers my stall speed
by a good margin in all CG configurations, so not sure what is the harm.
my word of warning is for a half-flaps takeoff. i casually decided to give
this a go one day. i normally do 0 degree takeoffs but this was my first
time at half-flaps. the plane wants to rotate so quickly, that it caught me
by surprise. i was still pushing the throttle in when the mains left the
ground before the nose wheel. i quickly pulled back on the stick, so no harm
done. anyway, i was quite surprised how quickly everything happened.
next time, i will make sure to add some back elevator trim before doing a
half-flaps takeoff.
Jae
--
#40533 RV-10
First flight 10/19/2011
Phase 1 Done 11/26/2011
On 5/24/2012 10:18 AM, Pascal wrote:
I am about to take the family out on a camping trip. I was given feedback
that I should avoid full flaps with the plane loaded (2515lbs- 95lb of that
in baggage area). I had planned to use full flaps, as I am coming into a
airport that is surrounded by hills and hence a steeper approach will be
needed on final. Speaking with a builder this morning I received solid
feedback on why I should use full flaps or a partial (20-25 degrees) flap
setting versus the 15/18 degrees.
I understand the wind requirement for when to and not use the full flaps, I
am interested in feedback about when do others use full flaps and reasons
not to use it.
On the flip side on takeoff- I may use 0 degrees for shorter/ need to climb
over obstacles at end of runway, but the discussion came up about why not
use 15 degrees?
Thoughts on use of flaps on takeoff? any real benefits?
Just looking for what others do and why, not a debate on which is right or
wrong.
Thank you!
Pascal
D========================
=========
D========================
=========
D========================
=========
D========================
=========
Message 34
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|
| Subject: | Re: GRT Panel Layout |
Lightning is not a threat. Did that convince you?
Robin
Do Not Archive
From: owner-rv10-list-server@matronics.com [mailto:owner-rv10-list-server@m
atronics.com] On Behalf Of Nikolaos Napoli
Sent: Thursday, May 24, 2012 5:22 PM
Subject: Re: RV10-List: Re: GRT Panel Layout
Yes I did look at the Gemini and I really like it. It looks like a great i
dea. The only thing that stops mr from installing it instead is concern fo
r lightning strike. I have no idea how tolerant of lightning strike all th
is equipment is and would hate to be in IMC and have a lightning strike tak
e out my entire panel. Maybe I am being too conservative, but like most o
f us I will have my family in it.
The only conclusion I reached researching the literature is that in a relat
ively large cockpit, i e airline, its unlikely that a direct lightning stri
ke will take the entire instrument panel out. If I could convice myself tha
t lightning is not a threat, or if I was going to only fly In VMC, then I w
ould go with the Gemini.
Niko
Nikolaos Napoli
On May 24, 2012, at 7:37 PM, Robin Marks <robin@PaintTheWeb.com<mailto:robi
n@PaintTheWeb.com>> wrote:
Nikolaos,
Have you considered either the new Gemini due out (Last December :-)) inste
ad of your 3 round gauges? The Gemini will probably save you $ and at the s
ame time five you full 6 pack functionality in one location.
Or maybe a Dynon D60 or D100 with its own internal back up battery?
I have the D100 in my -10 as a backup and I like it a lot. I have reserved
a spot as a backup instrument in my 8A for the Gemini. Rumored pricing unde
r $1,300.
Robin
http://www.trutrakflightsystems.com/products/Gemini_PFD.html
<image003.jpg>
http://www.dynonavionics.com/docs/EFIS_intro.html
<image005.jpg>
-----Original Message-----
From: owner-rv10-list-server@matronics.com<mailto:owner-rv10-list-server@ma
tronics.com> [mailto:owner-rv10-list-server@matronics.com]<mailto:[mailto:o
wner-rv10-list-server@matronics.com]> On Behalf Of Nikolaos Napoli
Sent: Thursday, May 24, 2012 4:12 PM
Subject: Re: RV10-List: Re: GRT Panel Layout
olin@me.com>>
The remote audio panel being offered is a relatively simple one with no blu
etooth and no marker beacon. I wanted both.
Since I am planning on flying IFR I wanted a backup navigator in case the G
TN650 died on me. One option would be to go to a n SL30 which I might go f
or instead of the second GTN650 as I have only purchased one of them at thi
s time. During IFR flying I enter a change in frequency on the radio as it
s being given to me, I do not write it down, and for that I want a very sim
ple way to enter it. I am not sure how a single GTN650 will work for that.
I believe to really get all the remote equipment with the GRT system and
make it work well you need the android tablet. At that point the problem o
f where to mount it and sunlight visibility comes in. And here is a look a
t the numbers, 1200 for remote com, 4500 for remote Wass gps total 5700.
GTN 650 set me back 8100 but for the extra 2300 I have a vor navigator and
can do ILS approaches and also have a touch screen. It makes the GTN650 l
ook like a pretty good deal to me.
Nikolaos Napoli
On May 24, 2012, at 4:44 PM, Bob Turner <bobturner@alum.rpi.edu<mailto:bobt
urner@alum.rpi.edu>> wrote:
lto:bobturner@alum.rpi.edu>>
>
> Contrarian: I'd leave the EIS box more or less out of sight, off to the r
ight. The HXr screens will display all the engine data. You can have the EI
S flash if there's no oil pressure after start up, but you will have to loo
k over there.
>
> I'm curious; looks like you're going with a remote transponder but opted
not to go with the remote audio panel or remote com?
>
> Two Garmin boxes are overkill IMHO, but it's your money.
>
> --------
> Bob Turner
> RV-10 QB
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=373800#373800
>
>
>
>
>
>
>
>
>
>
===================
bsp; - The RV10-List Email Forum -
nd much much more:
tronics.com/Navigator?RV10-List<http://tronics.com/Navigator?RV10-List>"> h
ttp://www.matronics.com/Navigator?RV10-List
===================
bsp; - MATRONICS WEB FORUMS -
eb Forums!
.matronics.com">http://forums.matronics.com
===================
bsp; - List Contribution Web Site -
o:p>
bsp; -Matt Dralle, List Admin.
tronics.com/contribution<http://tronics.com/contribution>"> http://www.matr
onics.com/contribution
===================
Message 35
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|
| Subject: | Re: GRT Panel Layout |
Sounds good but right now I'm thinking an electrical storm I passed
by/under caused some failures on my panel. I don't believe that's the
cause but the more I learn, the more it seems like it did.
Tell me again.
Bill
On 5/24/2012 9:51 PM, Robin Marks wrote:
>
> Lightning is not a threat. Did that convince you?
>
> Robin
>
> Do Not Archive
>
> *From:*owner-rv10-list-server@matronics.com
> [mailto:owner-rv10-list-server@matronics.com] *On Behalf Of *Nikolaos
> Napoli
> *Sent:* Thursday, May 24, 2012 5:22 PM
> *To:* rv10-list@matronics.com
> *Subject:* Re: RV10-List: Re: GRT Panel Layout
>
> Yes I did look at the Gemini and I really like it. It looks like a
> great idea. The only thing that stops mr from installing it instead
> is concern for lightning strike. I have no idea how tolerant of
> lightning strike all this equipment is and would hate to be in IMC and
> have a lightning strike take out my entire panel. Maybe I am being
> too conservative, but like most of us I will have my family in it.
>
> The only conclusion I reached researching the literature is that in a
> relatively large cockpit, i e airline, its unlikely that a direct
> lightning strike will take the entire instrument panel out. If I could
> convice myself that lightning is not a threat, or if I was going to
> only fly In VMC, then I would go with the Gemini.
>
> Niko
>
>
> Nikolaos Napoli
>
>
> On May 24, 2012, at 7:37 PM, Robin Marks <robin@PaintTheWeb.com
> <mailto:robin@PaintTheWeb.com>> wrote:
>
> Nikolaos,
>
> Have you considered either the new Gemini due out (Last December
> :-)) instead of your 3 round gauges? The Gemini will probably save
> you $ and at the same time five you full 6 pack functionality in
> one location.
>
> Or maybe a Dynon D60 or D100 with its own internal back up battery?
>
> I have the D100 in my -10 as a backup and I like it a lot. I have
> reserved a spot as a backup instrument in my 8A for the Gemini.
> Rumored pricing under $1,300.
>
> Robin
>
> http://www.trutrakflightsystems.com/products/Gemini_PFD.html
>
> <image003.jpg>
>
> http://www.dynonavionics.com/docs/EFIS_intro.html
>
> <image005.jpg>
>
> -----Original Message-----
> From: owner-rv10-list-server@matronics.com
> <mailto:owner-rv10-list-server@matronics.com>
> [mailto:owner-rv10-list-server@matronics.com]
> <mailto:[mailto:owner-rv10-list-server@matronics.com]> On Behalf
> Of Nikolaos Napoli
> Sent: Thursday, May 24, 2012 4:12 PM
> To: rv10-list@matronics.com <mailto:rv10-list@matronics.com>
> Subject: Re: RV10-List: Re: GRT Panel Layout
>
> <mailto:napolin@me.com>>
>
> The remote audio panel being offered is a relatively simple one
> with no bluetooth and no marker beacon. I wanted both.
>
> Since I am planning on flying IFR I wanted a backup navigator in
> case the GTN650 died on me. One option would be to go to a n SL30
> which I might go for instead of the second GTN650 as I have only
> purchased one of them at this time. During IFR flying I enter a
> change in frequency on the radio as its being given to me, I do
> not write it down, and for that I want a very simple way to enter
> it. I am not sure how a single GTN650 will work for that. I
> believe to really get all the remote equipment with the GRT system
> and make it work well you need the android tablet. At that point
> the problem of where to mount it and sunlight visibility comes
> in. And here is a look at the numbers, 1200 for remote com,
> 4500 for remote Wass gps total 5700. GTN 650 set me back 8100 but
> for the extra 2300 I have a vor navigator and can do ILS
> approaches and also have a touch screen. It makes the GTN650 look
> like a pretty good deal to me.
>
> Nikolaos Napoli
>
> On May 24, 2012, at 4:44 PM, Bob Turner <bobturner@alum.rpi.edu
> <mailto:bobturner@alum.rpi.edu>> wrote:
>
> <bobturner@alum.rpi.edu <mailto:bobturner@alum.rpi.edu>>
>
> >
>
> > Contrarian: I'd leave the EIS box more or less out of sight, off
> to the right. The HXr screens will display all the engine data.
> You can have the EIS flash if there's no oil pressure after start
> up, but you will have to look over there.
>
> >
>
> > I'm curious; looks like you're going with a remote transponder
> but opted not to go with the remote audio panel or remote com?
>
> >
>
> > Two Garmin boxes are overkill IMHO, but it's your money.
>
> >
>
> > --------
>
> > Bob Turner
>
> > RV-10 QB
>
> >
>
> >
>
> >
>
> >
>
> > Read this topic online here:
>
> >
>
> > http://forums.matronics.com/viewtopic.php?p=373800#373800
>
> >
>
> >
>
> >
>
> >
>
> >
>
> >
>
> >
>
> >
>
> >
>
> >
>
> ===================
>
> bsp; - The RV10-List Email Forum -
>
> nd much much more:
>
> tronics.com/Navigator?RV10-List
> <http://tronics.com/Navigator?RV10-List>">
> http://www.matronics.com/Navigator?RV10-List
>
> ===================
>
> bsp; - MATRONICS WEB FORUMS -
>
> eb Forums!
>
> .matronics.com">http://forums.matronics.com
>
> ===================
>
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Message 36
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| Subject: | Re: GRT Panel Layout |
It looks like you spent some time thinking about the 2 GRT displays. I
assume those are the new GRT displays (?).
I have 3 GRT HX displays spread out across the panel with the intent of
the left and right panels being in front of the two pilot positions.
The center one is canted towards the pilot.
I still think having a GRT HX in from of each panel made sense so the
plane can be flow from the right seat (even though it rarely is).
However, I wish the left and center panels were closer together. I find
the distance between them awkward during hood sessions in particular.
In retrospect, putting the two displays right up against each other
would have been ideal. I typically have the PFD and Map split screened
on one, the engine on the other. I guess I didn't expect how important
it was to me to have a full engine screen up at all times. Between
leaning, power management and monitoring temps, I end up keeping a
constant eye on the engine. But of course you always want to see the
PFD and often the map during ops in IMC. Minimizing the distance
between all of these is a good thing relative to one's scan.
For the right seat, having one centered display is more than enough
given the actual use of that screen.
https://www.dropbox.com/s/kppg1w0g2k47h66/1%20015.jpg
FWIW,
Bill Watson
Message 37
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| Subject: | Re: GRT Panel Layout |
I have read a lot of threads over the years about panel layouts. If you are expecting
to fly a lot with a copilot, or expect to do a lot of flying from the right
seat, a screen over there can make sense. Other than that it's a waste of
money IMHO. I do quite a bit of right seat flying and look over in front of the
pilot for instruments when needed. In reality, the autopilot does the flying
and I just navigate and monitor the systems, whether right or left seat. When
landing, whether vmc or imc, I take over the autopilot to land only after breaking
out, and then fly by feel and glance at the airspeed & altimeter to verify.
When laying out a panel, I put the stuff closest that I need to touch the most
and look at the most. That puts EFIS w moving map close and GPS/NAV/COM close
at hand. I almost always put radio stack left of center rib, EFIS/PFD left of
that, pilot center. Backup attitude near PFD. Engine monitor on PFD or just to
right of radio stack. I find that I never like flying without my engine info
displayed on the panel. Even though in cruise there are very few changes, I just
feel better having it available without touching/pushing anything. Oh, and
autopilot close at hand is a good idea unless its a hands off unit (controlled
via the EFIS through GPSS/V). When shooting an approach it's the most touched
thing with vectors then coupling.
A plug for the iPad, whether Foreflight or other App, a RAM mount right of center
panel & facing pilot is awesome. I'm amazed how much I use it in flight, vmc
or imc. When in a plane without aRAM mount, I have the copilot hold it facing
me when nearing and flying an approach. I can't get over how nice it is to have
georeferenced plates. The flight cheetah or 696 or any other plate display
I've seen doesn't hold a candle to the iPad. The easy zoom/pan is incredible.
Jesse Saint
I-TEC, Inc.
jesse@itecusa.org
www.itecusa.org
www.mavericklsa.com
C: 352-427-0285
O: 352-465-4545
F: 815-377-3694
Sent from my iPhone
On May 24, 2012, at 11:01 PM, Bill Watson <Mauledriver@nc.rr.com> wrote:
>
> It looks like you spent some time thinking about the 2 GRT displays. I assume
those are the new GRT displays (?).
>
> I have 3 GRT HX displays spread out across the panel with the intent of the
left and right panels being in front of the two pilot positions. The center one
is canted towards the pilot.
>
> I still think having a GRT HX in from of each panel made sense so the plane can
be flow from the right seat (even though it rarely is). However, I wish the
left and center panels were closer together. I find the distance between them
awkward during hood sessions in particular.
>
> In retrospect, putting the two displays right up against each other would have
been ideal. I typically have the PFD and Map split screened on one, the engine
on the other. I guess I didn't expect how important it was to me to have
a full engine screen up at all times. Between leaning, power management and monitoring
temps, I end up keeping a constant eye on the engine. But of course
you always want to see the PFD and often the map during ops in IMC. Minimizing
the distance between all of these is a good thing relative to one's scan.
>
> For the right seat, having one centered display is more than enough given the
actual use of that screen.
> https://www.dropbox.com/s/kppg1w0g2k47h66/1%20015.jpg
>
> FWIW,
> Bill Watson
>
>
>
>
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