Today's Message Index:
----------------------
1. 05:30 AM - Re: oil pressure (Tim Olson)
2. 05:40 AM - Re: Re: Alaska (was bahamas) (Phil Perry)
3. 06:04 AM - Albuquerque airports (Wayne Edgerton)
4. 06:20 AM - Re: Re: Alaska (was bahamas) (Danny Riggs)
5. 06:39 AM - Re: Mounting rear seat headset jacks (Michael Kraus)
6. 07:00 AM - Trim tab/elevator noise (Steve T)
7. 07:34 AM - Re: oil pressure (pilotdds)
8. 07:34 AM - Re: Albuquerque airports (Kelly McMullen)
9. 07:36 AM - Re: Albuquerque airports (Tim Olson)
10. 07:59 AM - Re: oil pressure (Timothy Meyer)
11. 07:59 AM - Re: Albuquerque airports (Kelly McMullen)
12. 08:07 AM - Re: Albuquerque airports (Seano)
13. 09:31 AM - Lower cowl gear leg slot (Carl Froehlich)
14. 09:55 AM - Re: Lower cowl gear leg slot (Michael Kraus)
15. 11:39 AM - Re: Lower cowl gear leg slot (bob-tcw)
16. 11:53 AM - Re: Lower cowl gear leg slot (Carl Froehlich)
17. 12:19 PM - Re: Lower cowl gear leg slot (Tim Olson)
18. 03:37 PM - Re: Trim tab/elevator noise (Chris)
19. 03:54 PM - AHRS OP-48 Kit (Vernon Franklin)
20. 04:11 PM - Re: Lower cowl gear leg slot cover - test results (Carl Froehlich)
21. 04:20 PM - Re: AHRS OP-48 Kit (Kelly McMullen)
22. 04:27 PM - Garmin / PSE issue (Bob Leffler)
23. 05:26 PM - Re: Garmin / PSE issue (Carl Froehlich)
24. 05:42 PM - Re: Garmin / PSE issue (Bob Leffler)
25. 06:02 PM - Re: Garmin / PSE issue (Carl Froehlich)
Message 1
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| Subject: | Re: oil pressure |
That's about what I have.
On Jun 17, 2012, at 12:55 AM, Seano <sean@braunandco.com> wrote:
> 65-75 psi for me on cruise. Hot days 67 cold days 75.
>
> Sent from my iPhone
>
> On Jun 16, 2012, at 23:06, pilotdds <pilotdds@aol.com> wrote:
>
>> Can I get some input as to where some of you are running your cruise oil p
ressure ,especially factory motors or those from engine builders.Lycoming re
fers to airframe manufacturer and that isn't much help since that's me.
>>
>>
>>
>
>
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3
D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D
=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3
D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D
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>
Message 2
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| Subject: | Re: Alaska (was bahamas) |
You are better off carrying a pork chop.
That'll feed him long enough to give you a two step head start. :)
Sent from my iPhone
On Jun 16, 2012, at 8:40 PM, "Bob Turner" <bobturner@alum.rpi.edu> wrote:
>
> When I went to AK I borrowed a shotgun and bought some 00 buckshot shells. I've
always wondered if this would have discouraged a bear, or if it just would
have made him angrier?
>
> Bob
>
> --------
> Bob Turner
> RV-10 QB
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=375856#375856
>
>
>
>
>
>
>
>
>
>
Message 3
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| Subject: | Albuquerque airports |
Wondering if there are any Albuquerque folks on this thread or not. I'm
flying my granddaughter, who just graduated from high school, into
Albuquerque to a Beach Boy concert on July 6th at the Sandia Casino &
Resort. I asked her what she wanted as a graduation present and that's
what she came up with and the good part for me is that I was a big Beach
Boy fan back in the day :)
Anyway we will be staying at the Marriot Pyramid North and was wondering
if anyone had any suggestion as to which airport would be the better
choice for me to fly into and overnight, Albuquerque International or
Double Eagle II? I've flown into Double Eagle II for fuel and pit stop
on my way to Las Vegas before and they seemed like really good folks but
it's a little bit outside of the city.
It probably doesn't really matter that much but I thought maybe a local
could shed some light on it for me.
Wayne Edgerton
N602WT
do not archive
Message 4
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| Subject: | Re: Alaska (was bahamas) |
On the tv show "Alaska State Troopers"=2C all they carry for bears is a sho
tgun. I think I'd alternate 00 buck with slugs.
> From: philperry9@gmail.com
> Subject: Re: RV10-List: Re: Alaska (was bahamas)
> Date: Sun=2C 17 Jun 2012 07:39:54 -0500
> To: rv10-list@matronics.com
>
>
> You are better off carrying a pork chop.
>
> That'll feed him long enough to give you a two step head start. :)
>
> Sent from my iPhone
>
> On Jun 16=2C 2012=2C at 8:40 PM=2C "Bob Turner" <bobturner@alum.rpi.edu>
wrote:
>
> >
> > When I went to AK I borrowed a shotgun and bought some 00 buckshot shel
ls. I've always wondered if this would have discouraged a bear=2C or if it
just would have made him angrier?
> >
> > Bob
> >
> > --------
> > Bob Turner
> > RV-10 QB
> >
> >
> >
> >
> > Read this topic online here:
> >
> > http://forums.matronics.com/viewtopic.php?p=375856#375856
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
>
>
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Message 5
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| Subject: | Re: Mounting rear seat headset jacks |
Todd,
Here are the pictures of my install with Abby's interior.... The area under
the jack just has one layer of leather, no foam. Then the side panel is at
tached .
I hope this helps!
-Mike Kraus
RV-10 flying, but in the paint shop
Sent from my iPhone
On Jun 15, 2012, at 8:24 AM, Michael Kraus <n223rv@wolflakeairport.net> wrot
e:
> Todd,
> That us exactly what I did. I had Abby leave a 2-3" opening in front of t
he arm rest. I had her send me some extra leather and glued the leather to t
he aluminum side panel where the jacks go, then installed her panel. I have
good pictures at home. Here is a picture where you can almost see it.
>
> I'll try and remember to send you the detail tonight. It turned out reall
y nice!!
>
> -Mike Kraus
> RV-10 Flying
> <image.jpeg>
>
>
> Sent from my iPhone
>
> On Jun 15, 2012, at 7:34 AM, "tsts4" <tsts4@verizon.net> wrote:
>
>>
>> For those with Abby's Flightline interior, how did you mount the rear sea
t headphone jacks? I'd like to mount mine on the sides panels in the space r
ight in front of the arm rests (there's about 3 inches there). I'm just not s
ure how to go about it. Pics would be great as I'm a visual learner.
>>
>> --------
>> Todd Stovall
>> 728TT (reserved)
>> RV-10 Empacone, Wings, Fuse
>> www.mykitlog.com/auburntsts
>>
>>
>>
>>
>> Read this topic online here:
>>
>> http://forums.matronics.com/viewtopic.php?p=375716#375716
>>
>>
>>
>>
>>
>>
>>
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s.com</a>
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atronics.com/contribution</a>
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>
> </b></font></pre>
<pre><b><font size=2 color="#000000" face="courier new,courier">
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Message 6
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| Subject: | Trim tab/elevator noise |
I posted this on VAF a few weeks ago and got a few responses but wanted to ask
on here to see if I get some more perspective.
After getting the airplane back from paint, I noticed that when preflighting and
moving the elevator I notice a little click coming from the right side as I
near full up deflection. I can't recall it being there earlier and on closer
investigation it appears that the grommet where the trim cable goes through the
stabilizer is shifting ever so slightly as this noise is occuring. That cable
is pretty tight and has pretty good bending motions put on it. I am thinking
that the grommet has more play in it now and is shifting around a bit and "clicking"
I received two responses from VAF where people had the exact same thing. Wondering
what the experience of people on here is. Does anyone have this....not have
this? I'll definitely try to fix it if it's a problem, but don't want to
chase around a demon that doesn't exist.
I think I need to start another project. Seems like once done you are looking
for things that are wrong to have an excuse to work on it some more :)
Thanks again
Steve
Sent from my iPhone
Message 7
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| Subject: | Re: oil pressure |
Thankyou that helps
-----Original Message-----
From: Tim Olson <Tim@MyRV10.com>
Sent: Sun, Jun 17, 2012 5:30 am
Subject: Re: RV10-List: oil pressure
That's about what I have.
On Jun 17, 2012, at 12:55 AM, Seano <sean@braunandco.com> wrote:
65-75 psi for me on cruise. Hot days 67 cold days 75.
Sent from my iPhone
On Jun 16, 2012, at 23:06, pilotdds <pilotdds@aol.com> wrote:
Can I get some input as to where some of you are running your cruise oil pr
essure ,especially factory motors or those from engine builders.Lycoming re
fers to airframe manufacturer and that isn't much help since that's me.
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
3D
-=3D - The RV10-List Email Forum -
-=3D Use the Matronics List Features Navigator to browse
-=3D the many List utilities such as List Un/Subscription,
-=3D Archive Search & Download, 7-Day Browse, Chat, FAQ,
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-=3D --> http://www.matronics.com/Navigator?RV10-List
-=3D
-=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3
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D
-=3D - MATRONICS WEB FORUMS -
-=3D Same great content also available via the Web Forums!
-=3D
-=3D --> http://forums.matronics.com
-=3D
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D
-=3D - List Contribution Web Site -
-=3D Thank you for your generous support!
-=3D -Matt Dralle, List Admin.
-=3D --> http://www.matronics.com/contribution
-=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3
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D
Message 8
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| Subject: | Re: Albuquerque airports |
As you know, AEG is better for just a fuel stop, but if you need
transportation to motel or a rental car ABQ is better. I can't say for
sure on the rental car situation at AEG, as never tried it. The
nearest lodging to AEG is a LONG ways away, and you wait a long time
for pickup. FBOs at ABQ will gladly take you to nearby hotels. If
coming from the west I would fill at St. Johns so you only need an
hour or less of fuel. From the east probably Tucumcari or a Tx
Panhandle stop is worthwhile. There is also Sandia Airpark just east
of ABQ up on the plateau for cheaper fuel.
Kelly
Chandler Aridzona
On Sun, Jun 17, 2012 at 6:03 AM, Wayne Edgerton <w.edgerton@verizon.net> wrote:
> Wondering if there are any Albuquerque folks on this thread or not. I'm
> flying my granddaughter, who just graduated from high school, into
> Albuquerque to a Beach Boy concert on July 6th at the Sandia Casino &
> Resort. I asked her what she wanted as a graduation present and that's what
> she came up with and the good part for meis that I was a big Beach Boy fan
> back in the day :)
>
> Anyway we will be staying at the Marriot Pyramid North and was wondering if
> anyone had any suggestion as to which airport would be the better choice for
> me to fly into and overnight, Albuquerque International or Double Eagle II?
> I've flown into Double Eagle II for fuel and pit stop on my way to Las Vegas
> before and they seemed like really good folks but it's a little bit outside
> of the city.
>
> It probably doesn't really matter that much but I thought maybe a local
> could shed some light on it for me.
>
> Wayne Edgerton
> N602WT
>
> do not archive
>
>
Message 9
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| Subject: | Re: Albuquerque airports |
I'm no expert but Double Eagle II got
Me a car and it went well. I think the other one would be a pain.
Would love to hear what a local thinks.
Tim
On Jun 17, 2012, at 8:03 AM, "Wayne Edgerton" <w.edgerton@verizon.net> wrote
:
> Wondering if there are any Albuquerque folks on this thread or not. I'm fl
ying my granddaughter, who just graduated from high school, into Albuquerque
to a Beach Boy concert on July 6th at the Sandia Casino & Resort. I asked h
er what she wanted as a graduation present and that's what she came up with a
nd the good part for me is that I was a big Beach Boy fan back in the day :)
>
> Anyway we will be staying at the Marriot Pyramid North and was wondering i
f anyone had any suggestion as to which airport would be the better choice f
or me to fly into and overnight, Albuquerque International or Double Eagle I
I? I've flown into Double Eagle II for fuel and pit stop on my way to Las Ve
gas before and they seemed like really good folks but it's a little bit outs
ide of the city.
>
> It probably doesn't really matter that much but I thought maybe a local co
uld shed some light on it for me.
>
> Wayne Edgerton
> N602WT
>
> do not archive
>
>
==========================
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>
Message 10
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| Subject: | Re: oil pressure |
Which engine?
Which oil do you use?
How many quarts?
Capacity of oil sump or tank?
Sent from my iPhone
On Jun 17, 2012, at 12:55 AM, Seano <sean@braunandco.com> wrote:
> 65-75 psi for me on cruise. Hot days 67 cold days 75.
>
> Sent from my iPhone
>
> On Jun 16, 2012, at 23:06, pilotdds <pilotdds@aol.com> wrote:
>
>> Can I get some input as to where some of you are running your cruise oil p
ressure ,especially factory motors or those from engine builders.Lycoming re
fers to airframe manufacturer and that isn't much help since that's me.
>>
>>
>>
>
>
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3
D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D
=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3
D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D
=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3
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=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3
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=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D
>
Message 11
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| Subject: | Re: Albuquerque airports |
ABQ is relatively easy. Just have to listen closely among runway
assignments(and become modestly familiar with airport layout before
arrival since there are 4 runways) because they often use different
ones for arrivals and departures. 3 seems to be default for arrival
and 8 for departure, FBOs fuel is usually about a buck more than AEG,
but they are top notch full service FBOs.
Recent report on a Piper list:
"Cutter Aviation parked me right in front of the door, rolled out the
red carpet, took my bags inside, then pulled my plane off to parking.
I gave them a fuel order and confirmed that AOPA members get a 25
cent discount. They confirmed my departure time and offered a ride or
crew car (not needed, since my family was coming to get me). When I
returned three days later, my plane was waiting right outside the door
(red carpet in place) and they only charged me for fuel. Ramp fee and
three nights parking ($50) were waived. All in all, I was impressed
with the service they gave to a little Cherokee that only bought 24
gallons of fuel."
On Sun, Jun 17, 2012 at 7:36 AM, Tim Olson <Tim@myrv10.com> wrote:
> I'm no expert but Double Eagle II got
> Me a car and it went well. I think the other one would be a pain.
> Would love to hear what a local thinks.
> Tim
>
>
> On Jun 17, 2012, at 8:03 AM, "Wayne Edgerton" <w.edgerton@verizon.net>
> wrote:
>
> Wondering if there are any Albuquerque folks on this thread or not. I'm
> flying my granddaughter, who just graduated from high school, into
> Albuquerque to a Beach Boy concert on July 6th at the Sandia Casino &
> Resort. I asked her what she wanted as a graduation present and that's what
> she came up with and the good part for meis that I was a big Beach Boy fan
> back in the day :)
>
> Anyway we will be staying at the Marriot Pyramid North and was wondering if
> anyone had any suggestion as to which airport would be the better choice for
> me to fly into and overnight, Albuquerque International or Double Eagle II?
> I've flown into Double Eagle II for fuel and pit stop on my way to Las Vegas
> before and they seemed like really good folks but it's a little bit outside
> of the city.
>
> It probably doesn't really matter that much but I thought maybe a local
> could shed some light on it for me.
>
> Wayne Edgerton
> N602WT
>
> do not archive
>
>
Message 12
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| Subject: | Re: Albuquerque airports |
I've flown in to ABQ a lot for work. I always used Cutter. They had an
Enterprise on site, not sure if it is still at the FBO. Like Kelly
mentioned runway 3 and 8 are usually active even if there is a 12 knot
tailwind!
----- Original Message -----
From: "Kelly McMullen" <apilot2@gmail.com>
Sent: Sunday, June 17, 2012 8:59 AM
Subject: Re: RV10-List: Albuquerque airports
>
> ABQ is relatively easy. Just have to listen closely among runway
> assignments(and become modestly familiar with airport layout before
> arrival since there are 4 runways) because they often use different
> ones for arrivals and departures. 3 seems to be default for arrival
> and 8 for departure, FBOs fuel is usually about a buck more than AEG,
> but they are top notch full service FBOs.
>
> Recent report on a Piper list:
> "Cutter Aviation parked me right in front of the door, rolled out the
> red carpet, took my bags inside, then pulled my plane off to parking.
> I gave them a fuel order and confirmed that AOPA members get a 25
> cent discount. They confirmed my departure time and offered a ride or
> crew car (not needed, since my family was coming to get me). When I
> returned three days later, my plane was waiting right outside the door
> (red carpet in place) and they only charged me for fuel. Ramp fee and
> three nights parking ($50) were waived. All in all, I was impressed
> with the service they gave to a little Cherokee that only bought 24
> gallons of fuel."
>
> On Sun, Jun 17, 2012 at 7:36 AM, Tim Olson <Tim@myrv10.com> wrote:
>> I'm no expert but Double Eagle II got
>> Me a car and it went well. I think the other one would be a pain.
>> Would love to hear what a local thinks.
>> Tim
>>
>>
>> On Jun 17, 2012, at 8:03 AM, "Wayne Edgerton" <w.edgerton@verizon.net>
>> wrote:
>>
>> Wondering if there are any Albuquerque folks on this thread or not. I'm
>> flying my granddaughter, who just graduated from high school, into
>> Albuquerque to a Beach Boy concert on July 6th at the Sandia Casino &
>> Resort. I asked her what she wanted as a graduation present and that's
>> what
>> she came up with and the good part for me is that I was a big Beach Boy
>> fan
>> back in the day :)
>>
>> Anyway we will be staying at the Marriot Pyramid North and was wondering
>> if
>> anyone had any suggestion as to which airport would be the better choice
>> for
>> me to fly into and overnight, Albuquerque International or Double Eagle
>> II?
>> I've flown into Double Eagle II for fuel and pit stop on my way to Las
>> Vegas
>> before and they seemed like really good folks but it's a little bit
>> outside
>> of the city.
>>
>> It probably doesn't really matter that much but I thought maybe a local
>> could shed some light on it for me.
>>
>> Wayne Edgerton
>> N602WT
>>
>> do not archive
>>
>>
>>
>>
>>
>
>
>
Message 13
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| Subject: | Lower cowl gear leg slot |
For you that have your planes flying, did you put a plate in on the lower
cowl to cover the gear leg slot forward of the gear leg or do you just leave
it open?
Carl
9 hours - still tweaking the gear leg fairings
Message 14
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| Subject: | Re: Lower cowl gear leg slot |
I Installed a plate
-Mike Kraus
Sent from my iPhone
On Jun 17, 2012, at 12:30 PM, "Carl Froehlich" <carl.froehlich@verizon.net> w
rote:
> For you that have your planes flying, did you put a plate in on the lower c
owl to cover the gear leg slot forward of the gear leg or do you just leave i
t open?
>
> Carl
> 9 hours =93 still tweaking the gear leg fairings
>
>
==========================
=========
==========================
=========
==========================
=========
==========================
=========
>
Message 15
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| Subject: | Re: Lower cowl gear leg slot |
Carl, I left the nose gear leg opening....open. Cooling has been
fine
Bob Newman
N541RV
70hrs
From: Carl Froehlich
Sent: Sunday, June 17, 2012 12:30 PM
Subject: RV10-List: Lower cowl gear leg slot
For you that have your planes flying, did you put a plate in on the
lower cowl to cover the gear leg slot forward of the gear leg or do you
just leave it open?
Carl
9 hours =93 still tweaking the gear leg fairings
Message 16
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| Subject: | Lower cowl gear leg slot |
Thanks.
First 9 hours I had a plate installed. I do a few hours without it and
see if there is any difference.
Carl
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of bob-tcw
Sent: Sunday, June 17, 2012 2:38 PM
Subject: Re: RV10-List: Lower cowl gear leg slot
Carl, I left the nose gear leg opening....open. Cooling has been
fine
Bob Newman
N541RV
70hrs
From: Carl Froehlich <mailto:carl.froehlich@verizon.net>
Sent: Sunday, June 17, 2012 12:30 PM
Subject: RV10-List: Lower cowl gear leg slot
For you that have your planes flying, did you put a plate in on the
lower cowl to cover the gear leg slot forward of the gear leg or do you
just leave it open?
Carl
9 hours =93 still tweaking the gear leg fairings
href="http://www.matronics.com/Navigator?RV10-List">http://www.matronic
s.com/Navigator?RV10-List
href="http://forums.matronics.com">http://forums.matronics.com
href="http://www.matronics.com/contribution">http://www.matronics.com/c
Message 17
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| Subject: | Re: Lower cowl gear leg slot |
I added one last year. Not sure what to think on temps....they may actually
be higher now, but I need more time with it to tell.
Tim
On Jun 17, 2012, at 1:52 PM, "Carl Froehlich" <carl.froehlich@verizon.net> w
rote:
> Thanks.
>
> First 9 hours I had a plate installed. I do a few hours without it and se
e if there is any difference.
>
> Carl
>
> From: owner-rv10-list-server@matronics.com [mailto:owner-rv10-list-server@
matronics.com] On Behalf Of bob-tcw
> Sent: Sunday, June 17, 2012 2:38 PM
> To: rv10-list@matronics.com
> Subject: Re: RV10-List: Lower cowl gear leg slot
>
> Carl, I left the nose gear leg opening....open. Cooling has been fin
e
>
> Bob Newman
> N541RV
> 70hrs
>
> From: Carl Froehlich
> Sent: Sunday, June 17, 2012 12:30 PM
> To: rv10-list@matronics.com
> Subject: RV10-List: Lower cowl gear leg slot
>
> For you that have your planes flying, did you put a plate in on the lower c
owl to cover the gear leg slot forward of the gear leg or do you just leave i
t open?
>
> Carl
> 9 hours =93 still tweaking the gear leg fairings
>
>
> href="http://www.matronics.com/Navigator?RV10-List">http://www.matronics
.com/Navigator?RV10-List
> href="http://forums.matronics.com">http://forums.matronics.com
> href="http://www.matronics.com/contribution">http://www.matronics.com/c
>
>
> http://www.matronics.com/Navigator?RV10-List
> http://forums.matronics.com
> http://www.matronics.com/contribution
>
>
>
==========================
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=========
==========================
=========
>
Message 18
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| Subject: | Trim tab/elevator noise |
I have various slight clicks or moans from the cables, everything moves
fine, not worried. I will check the system at annuals though.
-Chris
N919AR Flying
-----Original Message-----
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Steve T
Sent: Sunday, June 17, 2012 9:59 AM
Subject: RV10-List: Trim tab/elevator noise
I posted this on VAF a few weeks ago and got a few responses but wanted to
ask on here to see if I get some more perspective.
After getting the airplane back from paint, I noticed that when preflighting
and moving the elevator I notice a little click coming from the right side
as I near full up deflection. I can't recall it being there earlier and on
closer investigation it appears that the grommet where the trim cable goes
through the stabilizer is shifting ever so slightly as this noise is
occuring. That cable is pretty tight and has pretty good bending motions put
on it. I am thinking that the grommet has more play in it now and is
shifting around a bit and "clicking"
I received two responses from VAF where people had the exact same thing.
Wondering what the experience of people on here is. Does anyone have
this....not have this? I'll definitely try to fix it if it's a problem, but
don't want to chase around a demon that doesn't exist.
I think I need to start another project. Seems like once done you are
looking for things that are wrong to have an excuse to work on it some more
:)
Thanks again
Steve
Sent from my iPhone
Message 19
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Has anyone successfully used the OP-48 AHRS kit with Dynon AHRS?
The instructions specifically mention GRT and Garmin; no mention of Dynon.
So I do not know if it is just going to be a matter of drilling new mount
points, or I should send it back.
Anyone have any thoughts?
--
Vernon Franklin
Message 20
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| Subject: | Lower cowl gear leg slot cover - test results |
Just back from a run with the forward gear leg slot cover removed. I
ran the same test pattern as my earlier flight of the day to get
reasonable comparison data. OAT was warmer (80) on the second run
however. I have a stock Van=99s engine and Hartzell prop.
Climb out (full throttle climb, 140kts, to 6500=99. CHTs 10-15
degrees cooler with the slot cover removed. With the cover on #6 at
430, then #5 at 420 and the rest at 400 or below. With the cover off #6
hottest at 420, #5 at 410, rest below 400.
CHTs in level flight =93 not much difference, perhaps slightly
cooler with the cover off. CHTs range from 370 to 390.
Oil temp =93 I have had the oil air butterfly door full open for
climb, and perhaps half shut in level flight to keep oil temp around 190
or so. If anything I would say there is less air for the cooler with
the cover off =93 but no practical difference. I suspect this
reflects a reduce pressure drop across the cooler with the cover off as
the lower cowl exit area has more air flow. I did not use the
Van=99s oil mount - I have the cooler mounted horizontally on the
firewall.
Speed. 6500=99, 23.5=9D, 2400 RPM ROP, TAS 184kts cover on,
181kts cover off.
LOP run, 6500=99, 23.5=9D, 2350 RPM, TAS 168kts cover on
(12.2gph), 170kts cover off(12.5gph). I suspect this result reflects
the slightly higher fuel flow for the second data run.
11.5 hours on the 10 now. Here are a few notes for those getting ready
for first flight:
1. Tighten the nose gear nut after the first couple of landings. I
did mine at 9 hours and it was way loose. The 9th hour landing nose
gear feedback (shimmy) was pronounced.
2. While there has been a lot of discussion on the list about
greasing the prop, recommend you at least do the =9Cafter the
first hour=9D greasing as discussed in the Hartwell manual.
3. I have a GTN-650 and a PS Engineering Audio panel. It turns out
Garmin has a software problem that screws up mic audio gain if you use
one of these panels. There is a fix, but you have to go to a Garmin
dealer to get it (and then it still does not work as good as it should).
I=99d still much rather have an updated GX-60 and a SL-30 combo
instead of this over priced box.
4. I=99m on my second round of mounting the wheel pants and
leg fairings. They make a huge speed difference but they are a pain to
get right. First flight today the ball was in the center but favoring
the right side. Second flight (no changes to the pants or fairings) the
ball was in the center but favoring the left side. Go figure. With the
pants and fairing off the ball is dead center.
5. Rigging. It took six months of chasing my tail to get the
rigging right on the 8A (easier once I broke the code). The 10 was dead
on right out of the box.
6. Elevator trim. Remember that half way in not neutral. Make
sure you know where neutral really is on the panel, start there and then
figure out your setting you want for takeoff.
28.5 more hours and then a long awaited western trip this fall.
Carl
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Carl
Froehlich
Sent: Sunday, June 17, 2012 2:53 PM
Subject: RE: RV10-List: Lower cowl gear leg slot
Thanks.
First 9 hours I had a plate installed. I do a few hours without it and
see if there is any difference.
Carl
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of bob-tcw
Sent: Sunday, June 17, 2012 2:38 PM
Subject: Re: RV10-List: Lower cowl gear leg slot
Carl, I left the nose gear leg opening....open. Cooling has been
fine
Bob Newman
N541RV
70hrs
From: Carl Froehlich <mailto:carl.froehlich@verizon.net>
Sent: Sunday, June 17, 2012 12:30 PM
Subject: RV10-List: Lower cowl gear leg slot
For you that have your planes flying, did you put a plate in on the
lower cowl to cover the gear leg slot forward of the gear leg or do you
just leave it open?
Carl
9 hours =93 still tweaking the gear leg fairings
href="http://www.matronics.com/Navigator?RV10-List">http://www.matronic
s.com/Navigator?RV10-List
href="http://forums.matronics.com">http://forums.matronics.com
href="http://www.matronics.com/contribution">http://www.matronics.com/c
http://www.matronics.com/Navigator?RV10-List
http://forums.matronics.com
http://www.matronics.com/contribution
Message 21
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| Subject: | Re: AHRS OP-48 Kit |
You do not want to use it for Dynon, because their AHRS include a
magnetometer which will respond to the elevator bellcrank rod ends, as
well as the autopilot pitch servo. I am going to use mine for mounting
ELT, because it seems sturdier than the ELT mount Vans sells.
On 6/17/2012 3:53 PM, Vernon Franklin wrote:
> Has anyone successfully used the OP-48 AHRS kit with Dynon AHRS?
>
> The instructions specifically mention GRT and Garmin; no mention of
> Dynon.
> So I do not know if it is just going to be a matter of drilling new
> mount points, or I should send it back.
>
> Anyone have any thoughts?
>
> --
> Vernon Franklin
>
> *
>
>
> *
-----
No virus found in this message.
Checked by AVG - www.avg.com
Message 22
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| Subject: | Garmin / PSE issue |
Carl,
Can you elaborate more on the GTN650 issue? Do you have a Garmin doc that d
etails the update? I'm about 6-8 weeks from first flight and have the same g
ear in my panel.
Thanks,
Bob
Sent from my iPad
On Jun 17, 2012, at 7:11 PM, "Carl Froehlich" <carl.froehlich@verizon.net> w
rote:
> Just back from a run with the forward gear leg slot cover removed. I ran t
he same test pattern as my earlier flight of the day to get reasonable compa
rison data. OAT was warmer (80) on the second run however. I have a stock V
an=99s engine and Hartzell prop.
>
> Climb out (full throttle climb, 140kts, to 6500=99. CHTs 10-15 degr
ees cooler with the slot cover removed. With the cover on #6 at 430, then #
5 at 420 and the rest at 400 or below. With the cover off #6 hottest at 420
, #5 at 410, rest below 400.
> CHTs in level flight =93 not much difference, perhaps slightly coole
r with the cover off. CHTs range from 370 to 390.
>
> Oil temp =93 I have had the oil air butterfly door full open for cli
mb, and perhaps half shut in level flight to keep oil temp around 190 or so.
If anything I would say there is less air for the cooler with the cover of
f =93 but no practical difference. I suspect this reflects a reduce p
ressure drop across the cooler with the cover off as the lower cowl exit are
a has more air flow. I did not use the Van=99s oil mount - I have th
e cooler mounted horizontally on the firewall.
>
> Speed. 6500=99, 23.5=9D, 2400 RPM ROP, TAS 184kts cover on, 1
81kts cover off.
>
> LOP run, 6500=99, 23.5=9D, 2350 RPM, TAS 168kts cover on (12.2
gph), 170kts cover off(12.5gph). I suspect this result reflects the slightl
y higher fuel flow for the second data run.
>
> 11.5 hours on the 10 now. Here are a few notes for those getting ready fo
r first flight:
> 1. Tighten the nose gear nut after the first couple of landings. I d
id mine at 9 hours and it was way loose. The 9th hour landing nose gear fee
dback (shimmy) was pronounced.
> 2. While there has been a lot of discussion on the list about greasin
g the prop, recommend you at least do the =9Cafter the first hour
=9D greasing as discussed in the Hartwell manual.
> 3. I have a GTN-650 and a PS Engineering Audio panel. It turns out G
armin has a software problem that screws up mic audio gain if you use one of
these panels. There is a fix, but you have to go to a Garmin dealer to get
it (and then it still does not work as good as it should). I=99d sti
ll much rather have an updated GX-60 and a SL-30 combo instead of this over p
riced box.
> 4. I=99m on my second round of mounting the wheel pants and leg
fairings. They make a huge speed difference but they are a pain to get rig
ht. First flight today the ball was in the center but favoring the right si
de. Second flight (no changes to the pants or fairings) the ball was in the
center but favoring the left side. Go figure. With the pants and fairing o
ff the ball is dead center.
> 5. Rigging. It took six months of chasing my tail to get the rigging
right on the 8A (easier once I broke the code). The 10 was dead on right o
ut of the box.
> 6. Elevator trim. Remember that half way in not neutral. Make sure y
ou know where neutral really is on the panel, start there and then figure ou
t your setting you want for takeoff.
>
> 28.5 more hours and then a long awaited western trip this fall.
> Carl
>
>
Message 23
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|
| Subject: | Garmin / PSE issue |
The associated Garmin Service Bulletin is attached.
There fix is =9Cversion 2.01=9D of the communication
software. Again =93 the fix makes it better but it is still not
what it should be.
Carl
SERVICE ADVISORY
NO.: 1123 Rev A
DATE: May 13, 2011
SUBJECT: GTN 635/650/750 Units and COM Transmit Audio Issue
AFFECTED PRODUCTS
GTN 635, 650, and 750 Units with Com software version 2.00.
DESCRIPTION
When interfaced with certain Apollo, PS Engineering, and Bendix/King
Audio Panels, the GTN Com radio
transmitted audio volume has been reported as low but still audible both
to the pilot (sidetone audio) and
to the listener (ATC, other aircraft, etc.) of the radio transmission.
This low volume persists for about 3.5
seconds after the push-to-talk key is pressed; after that the volume
increases to normal.
RESOLUTION
Garmin plans to correct this issue in a later software version.
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Bob Leffler
Sent: Sunday, June 17, 2012 7:27 PM
Subject: RV10-List: Garmin / PSE issue
Carl,
Can you elaborate more on the GTN650 issue? Do you have a Garmin doc
that details the update? I'm about 6-8 weeks from first flight and have
the same gear in my panel.
Thanks,
Bob
Sent from my iPad
On Jun 17, 2012, at 7:11 PM, "Carl Froehlich"
<carl.froehlich@verizon.net> wrote:
Just back from a run with the forward gear leg slot cover removed. I
ran the same test pattern as my earlier flight of the day to get
reasonable comparison data. OAT was warmer (80) on the second run
however. I have a stock Van=99s engine and Hartzell prop.
Climb out (full throttle climb, 140kts, to 6500=99. CHTs 10-15
degrees cooler with the slot cover removed. With the cover on #6 at
430, then #5 at 420 and the rest at 400 or below. With the cover off #6
hottest at 420, #5 at 410, rest below 400.
CHTs in level flight =93 not much difference, perhaps slightly
cooler with the cover off. CHTs range from 370 to 390.
Oil temp =93 I have had the oil air butterfly door full open for
climb, and perhaps half shut in level flight to keep oil temp around 190
or so. If anything I would say there is less air for the cooler with
the cover off =93 but no practical difference. I suspect this
reflects a reduce pressure drop across the cooler with the cover off as
the lower cowl exit area has more air flow. I did not use the
Van=99s oil mount - I have the cooler mounted horizontally on the
firewall.
Speed. 6500=99, 23.5=9D, 2400 RPM ROP, TAS 184kts cover on,
181kts cover off.
LOP run, 6500=99, 23.5=9D, 2350 RPM, TAS 168kts cover on
(12.2gph), 170kts cover off(12.5gph). I suspect this result reflects
the slightly higher fuel flow for the second data run.
11.5 hours on the 10 now. Here are a few notes for those getting ready
for first flight:
1. Tighten the nose gear nut after the first couple of landings.
I did mine at 9 hours and it was way loose. The 9th hour landing nose
gear feedback (shimmy) was pronounced.
2. While there has been a lot of discussion on the list about
greasing the prop, recommend you at least do the =9Cafter the
first hour=9D greasing as discussed in the Hartwell manual.
3. I have a GTN-650 and a PS Engineering Audio panel. It turns
out Garmin has a software problem that screws up mic audio gain if you
use one of these panels. There is a fix, but you have to go to a Garmin
dealer to get it (and then it still does not work as good as it should).
I=99d still much rather have an updated GX-60 and a SL-30 combo
instead of this over priced box.
4. I=99m on my second round of mounting the wheel pants and
leg fairings. They make a huge speed difference but they are a pain to
get right. First flight today the ball was in the center but favoring
the right side. Second flight (no changes to the pants or fairings) the
ball was in the center but favoring the left side. Go figure. With the
pants and fairing off the ball is dead center.
5. Rigging. It took six months of chasing my tail to get the
rigging right on the 8A (easier once I broke the code). The 10 was dead
on right out of the box.
6. Elevator trim. Remember that half way in not neutral. Make
sure you know where neutral really is on the panel, start there and then
figure out your setting you want for takeoff.
28.5 more hours and then a long awaited western trip this fall.
Carl
Message 24
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|
| Subject: | Re: Garmin / PSE issue |
Does it impact all PSE models or just one?
Sent from my iPad
On Jun 17, 2012, at 8:25 PM, "Carl Froehlich" <carl.froehlich@verizon.net> w
rote:
> The associated Garmin Service Bulletin is attached.
>
> There fix is =9Cversion 2.01=9D of the communication software.
Again =93 the fix makes it better but it is still not what it should
be.
>
> Carl
>
> SERVICE ADVISORY
> NO.: 1123 Rev A
> TO: Dealers and Owners/Operators with GTN 635/650/750 Units
> DATE: May 13, 2011
> SUBJECT: GTN 635/650/750 Units and COM Transmit Audio Issue
> AFFECTED PRODUCTS
> GTN 635, 650, and 750 Units with Com software version 2.00.
> DESCRIPTION
> When interfaced with certain Apollo, PS Engineering, and Bendix/King Audio
Panels, the GTN Com radio
> transmitted audio volume has been reported as low but still audible both t
o the pilot (sidetone audio) and
> to the listener (ATC, other aircraft, etc.) of the radio transmission. Thi
s low volume persists for about 3.5
> seconds after the push-to-talk key is pressed; after that the volume incre
ases to normal.
> RESOLUTION
> Garmin plans to correct this issue in a later software version.
>
> From: owner-rv10-list-server@matronics.com [mailto:owner-rv10-list-server@
matronics.com] On Behalf Of Bob Leffler
> Sent: Sunday, June 17, 2012 7:27 PM
> To: rv10-list@matronics.com
> Subject: RV10-List: Garmin / PSE issue
>
> Carl,
>
> Can you elaborate more on the GTN650 issue? Do you have a Garmin doc that
details the update? I'm about 6-8 weeks from first flight and have the sam
e gear in my panel.
>
> Thanks,
>
> Bob
>
> Sent from my iPad
>
> On Jun 17, 2012, at 7:11 PM, "Carl Froehlich" <carl.froehlich@verizon.net>
wrote:
>
> Just back from a run with the forward gear leg slot cover removed. I ran t
he same test pattern as my earlier flight of the day to get reasonable compa
rison data. OAT was warmer (80) on the second run however. I have a stock V
an=99s engine and Hartzell prop.
>
> Climb out (full throttle climb, 140kts, to 6500=99. CHTs 10-15 degr
ees cooler with the slot cover removed. With the cover on #6 at 430, then #
5 at 420 and the rest at 400 or below. With the cover off #6 hottest at 420
, #5 at 410, rest below 400.
> CHTs in level flight =93 not much difference, perhaps slightly coole
r with the cover off. CHTs range from 370 to 390.
>
> Oil temp =93 I have had the oil air butterfly door full open for cli
mb, and perhaps half shut in level flight to keep oil temp around 190 or so.
If anything I would say there is less air for the cooler with the cover of
f =93 but no practical difference. I suspect this reflects a reduce p
ressure drop across the cooler with the cover off as the lower cowl exit are
a has more air flow. I did not use the Van=99s oil mount - I have th
e cooler mounted horizontally on the firewall.
>
> Speed. 6500=99, 23.5=9D, 2400 RPM ROP, TAS 184kts cover on, 1
81kts cover off.
>
> LOP run, 6500=99, 23.5=9D, 2350 RPM, TAS 168kts cover on (12.2
gph), 170kts cover off(12.5gph). I suspect this result reflects the slightl
y higher fuel flow for the second data run.
>
> 11.5 hours on the 10 now. Here are a few notes for those getting ready fo
r first flight:
> 1. Tighten the nose gear nut after the first couple of landings. I d
id mine at 9 hours and it was way loose. The 9th hour landing nose gear fee
dback (shimmy) was pronounced.
> 2. While there has been a lot of discussion on the list about greasi
ng the prop, recommend you at least do the =9Cafter the first hour
=9D greasing as discussed in the Hartwell manual.
> 3. I have a GTN-650 and a PS Engineering Audio panel. It turns out G
armin has a software problem that screws up mic audio gain if you use one of
these panels. There is a fix, but you have to go to a Garmin dealer to get
it (and then it still does not work as good as it should). I=99d sti
ll much rather have an updated GX-60 and a SL-30 combo instead of this over p
riced box.
> 4. I=99m on my second round of mounting the wheel pants and le
g fairings. They make a huge speed difference but they are a pain to get ri
ght. First flight today the ball was in the center but favoring the right s
ide. Second flight (no changes to the pants or fairings) the ball was in th
e center but favoring the left side. Go figure. With the pants and fairing
off the ball is dead center.
> 5. Rigging. It took six months of chasing my tail to get the riggin
g right on the 8A (easier once I broke the code). The 10 was dead on right o
ut of the box.
> 6. Elevator trim. Remember that half way in not neutral. Make sure
you know where neutral really is on the panel, start there and then figure o
ut your setting you want for takeoff.
>
> 28.5 more hours and then a long awaited western trip this fall.
> Carl
>
>
>
>
> http://www.matronics.com/Navigator?RV10-List
> http://forums.matronics.com
> http://www.matronics.com/contribution
>
> <SA1123.pdf>
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| Subject: | Garmin / PSE issue |
Don=99t know =93 but I have the PMA 7000B.
Recommend calling the PSE service line and ask about your panel
=93 they are very familiar with this problem.
Carl
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Bob Leffler
Sent: Sunday, June 17, 2012 8:42 PM
Subject: Re: RV10-List: Garmin / PSE issue
Does it impact all PSE models or just one?
Sent from my iPad
On Jun 17, 2012, at 8:25 PM, "Carl Froehlich"
<carl.froehlich@verizon.net> wrote:
The associated Garmin Service Bulletin is attached.
There fix is =9Cversion 2.01=9D of the communication
software. Again =93 the fix makes it better but it is still not
what it should be.
Carl
SERVICE ADVISORY
NO.: 1123 Rev A
DATE: May 13, 2011
SUBJECT: GTN 635/650/750 Units and COM Transmit Audio Issue
AFFECTED PRODUCTS
GTN 635, 650, and 750 Units with Com software version 2.00.
DESCRIPTION
When interfaced with certain Apollo, PS Engineering, and Bendix/King
Audio Panels, the GTN Com radio
transmitted audio volume has been reported as low but still audible both
to the pilot (sidetone audio) and
to the listener (ATC, other aircraft, etc.) of the radio transmission.
This low volume persists for about 3.5
seconds after the push-to-talk key is pressed; after that the volume
increases to normal.
RESOLUTION
Garmin plans to correct this issue in a later software version.
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Bob Leffler
Sent: Sunday, June 17, 2012 7:27 PM
Subject: RV10-List: Garmin / PSE issue
Carl,
Can you elaborate more on the GTN650 issue? Do you have a Garmin doc
that details the update? I'm about 6-8 weeks from first flight and have
the same gear in my panel.
Thanks,
Bob
Sent from my iPad
On Jun 17, 2012, at 7:11 PM, "Carl Froehlich"
<carl.froehlich@verizon.net> wrote:
Just back from a run with the forward gear leg slot cover removed. I
ran the same test pattern as my earlier flight of the day to get
reasonable comparison data. OAT was warmer (80) on the second run
however. I have a stock Van=99s engine and Hartzell prop.
Climb out (full throttle climb, 140kts, to 6500=99. CHTs 10-15
degrees cooler with the slot cover removed. With the cover on #6 at
430, then #5 at 420 and the rest at 400 or below. With the cover off #6
hottest at 420, #5 at 410, rest below 400.
CHTs in level flight =93 not much difference, perhaps slightly
cooler with the cover off. CHTs range from 370 to 390.
Oil temp =93 I have had the oil air butterfly door full open for
climb, and perhaps half shut in level flight to keep oil temp around 190
or so. If anything I would say there is less air for the cooler with
the cover off =93 but no practical difference. I suspect this
reflects a reduce pressure drop across the cooler with the cover off as
the lower cowl exit area has more air flow. I did not use the
Van=99s oil mount - I have the cooler mounted horizontally on the
firewall.
Speed. 6500=99, 23.5=9D, 2400 RPM ROP, TAS 184kts cover on,
181kts cover off.
LOP run, 6500=99, 23.5=9D, 2350 RPM, TAS 168kts cover on
(12.2gph), 170kts cover off(12.5gph). I suspect this result reflects
the slightly higher fuel flow for the second data run.
11.5 hours on the 10 now. Here are a few notes for those getting ready
for first flight:
1. Tighten the nose gear nut after the first couple of landings.
I did mine at 9 hours and it was way loose. The 9th hour landing nose
gear feedback (shimmy) was pronounced.
2. While there has been a lot of discussion on the list about
greasing the prop, recommend you at least do the =9Cafter the
first hour=9D greasing as discussed in the Hartwell manual.
3. I have a GTN-650 and a PS Engineering Audio panel. It turns
out Garmin has a software problem that screws up mic audio gain if you
use one of these panels. There is a fix, but you have to go to a Garmin
dealer to get it (and then it still does not work as good as it should).
I=99d still much rather have an updated GX-60 and a SL-30 combo
instead of this over priced box.
4. I=99m on my second round of mounting the wheel pants and
leg fairings. They make a huge speed difference but they are a pain to
get right. First flight today the ball was in the center but favoring
the right side. Second flight (no changes to the pants or fairings) the
ball was in the center but favoring the left side. Go figure. With the
pants and fairing off the ball is dead center.
5. Rigging. It took six months of chasing my tail to get the
rigging right on the 8A (easier once I broke the code). The 10 was dead
on right out of the box.
6. Elevator trim. Remember that half way in not neutral. Make
sure you know where neutral really is on the panel, start there and then
figure out your setting you want for takeoff.
28.5 more hours and then a long awaited western trip this fall.
Carl
http://www.matronics.com/Navigator?RV10-List
http://forums.matronics.com
http://www.matronics.com/contribution
<SA1123.pdf>
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