Today's Message Index:
----------------------
1. 10:38 AM - Re: Flying an aileron roll in the -10?! (Bill Watson)
2. 11:50 AM - Re: Flying an aileron roll in the -10?! (Robin Marks)
3. 12:07 PM - Re: Dynon Skyview software version 5.0? (Matt Dralle)
4. 12:24 PM - injector tuning (Bob Turner)
5. 12:35 PM - Re: Re: Dynon Skyview software version 5.0? (Pascal)
6. 12:50 PM - Re: Flying an aileron roll in the -10?! (Bill Watson)
7. 01:12 PM - hitting the silk (Linn)
8. 01:12 PM - Re: injector tuning (Carl Froehlich)
9. 01:39 PM - Re: injector tuning (Tim Olson)
10. 02:17 PM - Re: injector tuning (Alan Mekler MD)
11. 02:26 PM - Re: injector tuning (John Cox)
12. 06:42 PM - Re: injector tuning (Kelly McMullen)
13. 07:14 PM - Re: injector tuning (Kelly McMullen)
14. 08:19 PM - Re: injector tuning (David Leikam)
15. 08:29 PM - Re: injector tuning (Bob Turner)
16. 08:57 PM - Re: Dynon Skyview software version 5.0? (Matt Dralle)
17. 09:04 PM - Re: Re: Dynon Skyview software version 5.0? (Seano)
Message 1
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| Subject: | Re: Flying an aileron roll in the -10?! |
Why might someone feel that way? An anecdote....
Sailplane racing back in the 80s, I was up with 50 other pilots
positioning for a start. We all wear chutes due to the risk of mid-air
collisions between the tightly packed sailplanes. Then it happened, two
pilots reported "Mid-Air" over the radio.
Both aircraft apparently remained flying as the pilots assessed their
situations and reported on the radio. The other 48 of us were generally
within a few miles of the mid-air. I know that yours truely never saw
the gliders nor what happened next, even though I was within a mile or
so of the incident.
Pilot 1 said he was bailing out because he felt the ship might become
unflyable due to damage. He stated his position, checked for traffic
and bailed. I, along with 48 others scanned the sky above for falling
debris and bodies but like so many didn't see a thing.
Pilot 2 said he had significant damage to his wing along with other
possible damage. Another pilot flew around him and reported what he
saw. Pilot 2 decided to try and land it which he did some minutes
later at the airport.
After it was reported that both pilots were on the ground and unharmed,
we went and raced for a couple of hours. After I got back and handed in
my race card & pics, like everyone else I went to look at both ships and
was a bit surprised at what I saw.
Pilot 1's ship appeared to be quite flyable. Most of us onlookers
agreed that, seeing the damage we saw and hearing what the pilot
experienced, we would have stayed with the plane. Interestingly, Pilot 1
reported that after bailing out of his ship, he watched the unmanned
glider do some sort of falling leaf thing down to the ground and that it
'landed' in the same field he landed on. Even after considering the
slight damage incurred on 'crashing', the sailplane appeared to be flyable.
Pilot 2's ship was more heavily damaged including control system
damage. Most of us agreed that we would have jumped given what we saw
after the landing.
Pilot 2 had never jumped before. Pilot 1 was a sport jumper and had
over 100 jumps logged.
I guess they both did what they felt most comfortable with doing given
their past experience.
On 2/1/2013 8:04 PM, Linn wrote:
>
> Pretty strong position! Why do they feel that way? How many
> airplanes have they jumped from???
> Linn
>
> On 2/1/2013 7:43 PM, Robin Marks wrote:
>>
>> I have had two very talented pilots I respect in aviation suggest to
>> me that bailing out of my RV-8 with a chute is likely more dangerous
>> that doing all you can to right her and fly her all the way down.
>>
>> Robin
>> Do Not Archive
>
Message 2
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| Subject: | Flying an aileron roll in the -10?! |
Bill,
In no way do I intend to be argumentative as I respect your experience and abilities
but the scenario in my head of having to bail out of an RV-8 when a maneuver
has gone horribly wrong to the point that the pilot can no longer right the
plane sounds more nose down, Vne intense to me with major danger just releasing
the heavy canopy still tied to the side rails into the 200+ Jetstream and
trying to extract oneself with a PAX as the tail feathers partition you neatly
into even portions. But maybe it's just my wild imagination. I also can't envision
an RV-8 free falling from any distance and still be considered flyable
or even salvageable like the sailplane. So maybe these are birds of a different
feather.
My comments are not intended to be used as an excuse for acro w/o a parachute.
Just that my primary goal is to fly the plane and that jumping has its own risks.
I recall Chris J of the -10 list who was an experienced base & plane jumper
warning of the profound risks of your first jump being an emergency. Training,
training, training. I personally have jumped out of a plane twice. I am not
that interested in doing it a third time.
On a tangentially related subject at OSH 2 years back I sat in an "Owning & Flying
Warbirds" presentation the presenter mentioned that of the last 10 L-39 Ejector
Seat pulls there was 1 survivor. I always admired having his & hers ejector
seats in the L-39. Now not so much.
Robin "I have to get outside more" Marks
-----Original Message-----
From: owner-rv10-list-server@matronics.com [mailto:owner-rv10-list-server@matronics.com] On Behalf Of Bill Watson
Sent: Saturday, February 02, 2013 10:38 AM
Subject: Re: RV10-List: Flying an aileron roll in the -10?!
Why might someone feel that way? An anecdote....
Sailplane racing back in the 80s, I was up with 50 other pilots positioning for
a start. We all wear chutes due to the risk of mid-air collisions between the
tightly packed sailplanes. Then it happened, two pilots reported "Mid-Air"
over the radio.
Both aircraft apparently remained flying as the pilots assessed their situations
and reported on the radio. The other 48 of us were generally within a few miles
of the mid-air. I know that yours truly never saw the gliders nor what happened
next, even though I was within a mile or so of the incident.
Pilot 1 said he was bailing out because he felt the ship might become unflyable
due to damage. He stated his position, checked for traffic and bailed. I, along
with 48 others scanned the sky above for falling debris and bodies but like
so many didn't see a thing.
Pilot 2 said he had significant damage to his wing along with other possible damage.
Another pilot flew around him and reported what he saw. Pilot 2 decided
to try and land it which he did some minutes later at the airport.
After it was reported that both pilots were on the ground and unharmed, we went
and raced for a couple of hours. After I got back and handed in my race card
& pics, like everyone else I went to look at both ships and was a bit surprised
at what I saw.
Pilot 1's ship appeared to be quite flyable. Most of us onlookers agreed that,
seeing the damage we saw and hearing what the pilot experienced, we would have
stayed with the plane. Interestingly, Pilot 1 reported that after bailing out
of his ship, he watched the unmanned glider do some sort of falling leaf thing
down to the ground and that it 'landed' in the same field he landed on. Even
after considering the slight damage incurred on 'crashing', the sailplane
appeared to be flyable.
Pilot 2's ship was more heavily damaged including control system damage. Most
of us agreed that we would have jumped given what we saw after the landing.
Pilot 2 had never jumped before. Pilot 1 was a sport jumper and had over 100 jumps
logged.
I guess they both did what they felt most comfortable with doing given their past
experience.
On 2/1/2013 8:04 PM, Linn wrote:
>
> Pretty strong position! Why do they feel that way? How many
> airplanes have they jumped from???
> Linn
>
> On 2/1/2013 7:43 PM, Robin Marks wrote:
>>
>> I have had two very talented pilots I respect in aviation suggest to
>> me that bailing out of my RV-8 with a chute is likely more dangerous
>> that doing all you can to right her and fly her all the way down.
>>
>> Robin
>> Do Not Archive
>
-----
No virus found in this message.
Checked by AVG - www.avg.com
Message 3
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| Subject: | Re: Dynon Skyview software version 5.0? |
Fear not. Dynon Skyview 5.1 AHRS/EMS data output *IS* fully compatible with the
latest version of the VP-200. Confirmed this morning.
Note that the SKyview WILL NOT let you DOWNGRADE the software from 5.1 to 5.0!
That's seems lame.
Matt Dralle
RV-8/RV-6/RV-4
--------
Matt Dralle
Matronics Email List Administrator
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=393457#393457
Message 4
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I'm starting down the road of changing injector restrictors to bring all the peak
EGT's into line. Two questions:
Most of the posts seem to be going to smaller injectors. Is there any reason not
to go oversize? My two worst outliers are peaking last, I'd like to flow more
thru them.
If instead I tried to go the other way, going undersize on the other 4 cylinders
needing less fuel, is anyone concerned about maintaining adequate full throttle
fuel flow? Or is this not an issue?
Stock XIO-540D4A5 from Vans.
--------
Bob Turner
RV-10 QB
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=393458#393458
Message 5
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| Subject: | Re: Dynon Skyview software version 5.0? |
Thank you Matt!
Appreciate the effort to put this to rest!
Pascal
-----Original Message-----
From: Matt Dralle
Sent: Saturday, February 02, 2013 12:07 PM
Subject: RV10-List: Re: Dynon Skyview software version 5.0?
Fear not. Dynon Skyview 5.1 AHRS/EMS data output *IS* fully compatible with
the latest version of the VP-200. Confirmed this morning.
Note that the SKyview WILL NOT let you DOWNGRADE the software from 5.1 to
5.0! That's seems lame.
Matt Dralle
RV-8/RV-6/RV-4
--------
Matt Dralle
Matronics Email List Administrator
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=393457#393457
Message 6
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| Subject: | Re: Flying an aileron roll in the -10?! |
No argument intended one way or the other. My attitude in an RV8 would
probably align closely with yours. Carrying a chute doesn't real change
that. I have to admit I only wore one racing because it was a
requirement. But it is a way to mitigate certain risks, even if unlikely.
Bill "getting older but not necessarily any smarter" Watson
On 2/2/2013 2:46 PM, Robin Marks wrote:
>
> Bill,
> In no way do I intend to be argumentative as I respect your experience and abilities
but the scenario in my head of having to bail out of an RV-8 when a maneuver
has gone horribly wrong to the point that the pilot can no longer right
the plane sounds more nose down, Vne intense to me with major danger just releasing
the heavy canopy still tied to the side rails into the 200+ Jetstream and
trying to extract oneself with a PAX as the tail feathers partition you neatly
into even portions. But maybe it's just my wild imagination. I also can't
envision an RV-8 free falling from any distance and still be considered flyable
or even salvageable like the sailplane. So maybe these are birds of a different
feather.
> My comments are not intended to be used as an excuse for acro w/o a parachute.
Just that my primary goal is to fly the plane and that jumping has its own risks.
I recall Chris J of the -10 list who was an experienced base & plane jumper
warning of the profound risks of your first jump being an emergency. Training,
training, training. I personally have jumped out of a plane twice. I am not
that interested in doing it a third time.
> On a tangentially related subject at OSH 2 years back I sat in an "Owning & Flying
Warbirds" presentation the presenter mentioned that of the last 10 L-39
Ejector Seat pulls there was 1 survivor. I always admired having his & hers ejector
seats in the L-39. Now not so much.
>
> Robin "I have to get outside more" Marks
>
> -----Original Message-----
> From: owner-rv10-list-server@matronics.com [mailto:owner-rv10-list-server@matronics.com] On Behalf Of Bill Watson
> Sent: Saturday, February 02, 2013 10:38 AM
> To: rv10-list@matronics.com
> Subject: Re: RV10-List: Flying an aileron roll in the -10?!
>
>
> Why might someone feel that way? An anecdote....
>
> Sailplane racing back in the 80s, I was up with 50 other pilots positioning for
a start. We all wear chutes due to the risk of mid-air collisions between
the tightly packed sailplanes. Then it happened, two pilots reported "Mid-Air"
over the radio.
>
> Both aircraft apparently remained flying as the pilots assessed their situations
and reported on the radio. The other 48 of us were generally within a few
miles of the mid-air. I know that yours truly never saw the gliders nor what
happened next, even though I was within a mile or so of the incident.
>
> Pilot 1 said he was bailing out because he felt the ship might become unflyable
due to damage. He stated his position, checked for traffic and bailed. I,
along with 48 others scanned the sky above for falling debris and bodies but
like so many didn't see a thing.
>
> Pilot 2 said he had significant damage to his wing along with other possible
damage. Another pilot flew around him and reported what he saw. Pilot 2 decided
to try and land it which he did some minutes later at the airport.
>
> After it was reported that both pilots were on the ground and unharmed, we went
and raced for a couple of hours. After I got back and handed in my race card
& pics, like everyone else I went to look at both ships and was a bit surprised
at what I saw.
>
> Pilot 1's ship appeared to be quite flyable. Most of us onlookers agreed that,
seeing the damage we saw and hearing what the pilot experienced, we would
have stayed with the plane. Interestingly, Pilot 1 reported that after bailing
out of his ship, he watched the unmanned glider do some sort of falling leaf
thing down to the ground and that it 'landed' in the same field he landed on.
Even after considering the slight damage incurred on 'crashing', the sailplane
appeared to be flyable.
>
> Pilot 2's ship was more heavily damaged including control system damage. Most
of us agreed that we would have jumped given what we saw after the landing.
>
> Pilot 2 had never jumped before. Pilot 1 was a sport jumper and had over 100
jumps logged.
>
> I guess they both did what they felt most comfortable with doing given their
past experience.
>
>
> On 2/1/2013 8:04 PM, Linn wrote:
>>
>> Pretty strong position! Why do they feel that way? How many
>> airplanes have they jumped from???
>> Linn
>>
>> On 2/1/2013 7:43 PM, Robin Marks wrote:
>>>
>>> I have had two very talented pilots I respect in aviation suggest to
>>> me that bailing out of my RV-8 with a chute is likely more dangerous
>>> that doing all you can to right her and fly her all the way down.
>>>
>>> Robin
>>> Do Not Archive
>
>
> -----
> No virus found in this message.
> Checked by AVG - www.avg.com
>
>
> -----
> No virus found in this message.
> Checked by AVG - www.avg.com
>
>
Message 7
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| Subject: | hitting the silk |
Thanks for that encounter. I wear a 'chute when I do akro in my Pitts.
I've never pulled a ripcord before, although I've had some training. If
I can't control my airplane ..... and I will try real hard ..... then
I'll experience that first rip-cord pull. But not before. Of course,
the amount of time I spend checking out the controlability depends on
the altitude available.
What prompted my question was that I see no problem in getting out of my
friends RV-8 (or any other RV ...... provided the G-forces allowed me to
..... and provided I had that 'chute!!!!
Linn
On 2/2/2013 1:37 PM, Bill Watson wrote:
>
> Why might someone feel that way? An anecdote....
>
> Sailplane racing back in the 80s, I was up with 50 other pilots
> positioning for a start. We all wear chutes due to the risk of
> mid-air collisions between the tightly packed sailplanes. Then it
> happened, two pilots reported "Mid-Air" over the radio.
>
> Both aircraft apparently remained flying as the pilots assessed their
> situations and reported on the radio. The other 48 of us were
> generally within a few miles of the mid-air. I know that yours truely
> never saw the gliders nor what happened next, even though I was within
> a mile or so of the incident.
>
> Pilot 1 said he was bailing out because he felt the ship might become
> unflyable due to damage. He stated his position, checked for traffic
> and bailed. I, along with 48 others scanned the sky above for falling
> debris and bodies but like so many didn't see a thing.
>
> Pilot 2 said he had significant damage to his wing along with other
> possible damage. Another pilot flew around him and reported what he
> saw. Pilot 2 decided to try and land it which he did some minutes
> later at the airport.
>
> After it was reported that both pilots were on the ground and
> unharmed, we went and raced for a couple of hours. After I got back
> and handed in my race card & pics, like everyone else I went to look
> at both ships and was a bit surprised at what I saw.
>
> Pilot 1's ship appeared to be quite flyable. Most of us onlookers
> agreed that, seeing the damage we saw and hearing what the pilot
> experienced, we would have stayed with the plane. Interestingly, Pilot
> 1 reported that after bailing out of his ship, he watched the unmanned
> glider do some sort of falling leaf thing down to the ground and that
> it 'landed' in the same field he landed on. Even after considering
> the slight damage incurred on 'crashing', the sailplane appeared to be
> flyable.
>
> Pilot 2's ship was more heavily damaged including control system
> damage. Most of us agreed that we would have jumped given what we saw
> after the landing.
>
> Pilot 2 had never jumped before. Pilot 1 was a sport jumper and had
> over 100 jumps logged.
>
> I guess they both did what they felt most comfortable with doing given
> their past experience.
>
>
> On 2/1/2013 8:04 PM, Linn wrote:
>>
>> Pretty strong position! Why do they feel that way? How many
>> airplanes have they jumped from???
>> Linn
>>
>> On 2/1/2013 7:43 PM, Robin Marks wrote:
>>>
>>> I have had two very talented pilots I respect in aviation suggest to
>>> me that bailing out of my RV-8 with a chute is likely more dangerous
>>> that doing all you can to right her and fly her all the way down.
>>>
>>> Robin
>>> Do Not Archive
>>
>
>
> -----
> No virus found in this message.
> Checked by AVG - www.avg.com
>
>
Message 8
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Bob,
If a cylinder is peaking last, that implies it is getting more fuel than the
other cylinders. To make a cylinder peak earlier (as compared to the other
cylinders) you put a slightly smaller injector in that cylinder to reduce
fuel flow.
One trick you may want to try first; swap your first to peak cylinder
injector with your last to peak cylinder injector. This might be just
enough change to get the cylinders all peaking at about the same fuel flow.
Carl
-----Original Message-----
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Bob Turner
Sent: Saturday, February 02, 2013 3:24 PM
Subject: RV10-List: injector tuning
I'm starting down the road of changing injector restrictors to bring all the
peak EGT's into line. Two questions:
Most of the posts seem to be going to smaller injectors. Is there any reason
not to go oversize? My two worst outliers are peaking last, I'd like to flow
more thru them.
If instead I tried to go the other way, going undersize on the other 4
cylinders needing less fuel, is anyone concerned about maintaining adequate
full throttle fuel flow? Or is this not an issue?
Stock XIO-540D4A5 from Vans.
--------
Bob Turner
RV-10 QB
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=393458#393458
Message 9
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| Subject: | Re: injector tuning |
Going larger will make them peak even later...
Also, AFP often starts for other reasons with going all smaller and working from
there.
Tim
On Feb 2, 2013, at 2:24 PM, "Bob Turner" <bobturner@alum.rpi.edu> wrote:
>
> I'm starting down the road of changing injector restrictors to bring all the
peak EGT's into line. Two questions:
>
> Most of the posts seem to be going to smaller injectors. Is there any reason
not to go oversize? My two worst outliers are peaking last, I'd like to flow more
thru them.
>
> If instead I tried to go the other way, going undersize on the other 4 cylinders
needing less fuel, is anyone concerned about maintaining adequate full throttle
fuel flow? Or is this not an issue?
>
> Stock XIO-540D4A5 from Vans.
>
> --------
> Bob Turner
> RV-10 QB
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=393458#393458
>
>
>
>
>
>
>
>
>
Message 10
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| Subject: | Re: injector tuning |
After spending many months with GAMI and never getting it right I went with Don
Rivera at airflow performance. Don knows his stuff. He will look at your fuel
flows and pressure at full throttle. I needed my flow divider recalibrated and
he took care of this as well. Cylinders that peak last are too rich and will
need restrictors.
Alan
N668G
On Feb 2, 2013, at 3:24 PM, "Bob Turner" <bobturner@alum.rpi.edu> wrote:
>
> I'm starting down the road of changing injector restrictors to bring all the
peak EGT's into line. Two questions:
>
> Most of the posts seem to be going to smaller injectors. Is there any reason
not to go oversize? My two worst outliers are peaking last, I'd like to flow more
thru them.
>
> If instead I tried to go the other way, going undersize on the other 4 cylinders
needing less fuel, is anyone concerned about maintaining adequate full throttle
fuel flow? Or is this not an issue?
>
> Stock XIO-540D4A5 from Vans.
>
> --------
> Bob Turner
> RV-10 QB
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=393458#393458
>
>
>
>
>
>
>
>
>
>
Message 11
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| Subject: | Re: injector tuning |
Airflow Performance's twice yearly classes are invaluable opportunities to
improve performance, safety and save fuel (money). I agree Mr. Rivera and
his wife were wonderful.
Your engine will love them too.
John Cox (from the opposite side of this country)
On Feb 2, 2013 2:19 PM, "Alan Mekler MD" <amekler@metrocast.net> wrote:
>
> After spending many months with GAMI and never getting it right I went
> with Don Rivera at airflow performance. Don knows his stuff. He will look
> at your fuel flows and pressure at full throttle. I needed my flow divider
> recalibrated and he took care of this as well. Cylinders that peak last are
> too rich and will need restrictors.
> Alan
> N668G
> On Feb 2, 2013, at 3:24 PM, "Bob Turner" <bobturner@alum.rpi.edu> wrote:
>
> >
> > I'm starting down the road of changing injector restrictors to bring all
> the peak EGT's into line. Two questions:
> >
> > Most of the posts seem to be going to smaller injectors. Is there any
> reason not to go oversize? My two worst outliers are peaking last, I'd like
> to flow more thru them.
> >
> > If instead I tried to go the other way, going undersize on the other 4
> cylinders needing less fuel, is anyone concerned about maintaining adequate
> full throttle fuel flow? Or is this not an issue?
> >
> > Stock XIO-540D4A5 from Vans.
> >
> > --------
> > Bob Turner
> > RV-10 QB
> >
> >
> >
> >
> > Read this topic online here:
> >
> > http://forums.matronics.com/viewtopic.php?p=393458#393458
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
>
>
Message 12
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| Subject: | Re: injector tuning |
Your cylinders that are peaking last are your richest. You want them
leaner...smaller injector orifice.
On Sat, Feb 2, 2013 at 1:24 PM, Bob Turner <bobturner@alum.rpi.edu> wrote:
>
> I'm starting down the road of changing injector restrictors to bring all
> the peak EGT's into line. Two questions:
>
> Most of the posts seem to be going to smaller injectors. Is there any
> reason not to go oversize? My two worst outliers are peaking last, I'd like
> to flow more thru them.
>
> If instead I tried to go the other way, going undersize on the other 4
> cylinders needing less fuel, is anyone concerned about maintaining adequate
> full throttle fuel flow? Or is this not an issue?
>
> Stock XIO-540D4A5 from Vans.
>
> --------
> Bob Turner
> RV-10 QB
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=393458#393458
>
>
Message 13
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| Subject: | Re: injector tuning |
Hmm, I've only heard one other negative report on GAMI, and in that case
the individual wasn't working closely enough to give GAMI the needed
data and doing the flight testing called for to get needed data for
adjustments. I don't know on 6 cyl Lyc engines, but on the 4 cyl
injected Lycs, more than 50% of time no injector adjustment is needed.
On 2/2/2013 3:16 PM, Alan Mekler MD wrote:
>
> After spending many months with GAMI and never getting it right I went with Don
Rivera at airflow performance. Don knows his stuff. He will look at your fuel
flows and pressure at full throttle. I needed my flow divider recalibrated
and he took care of this as well. Cylinders that peak last are too rich and will
need restrictors.
> Alan
> N668G
>
-----
No virus found in this message.
Checked by AVG - www.avg.com
Message 14
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| Subject: | Re: injector tuning |
As you increase the size of the injectors, the pressure drops in the
fuel system behind them causing uneven flow between them. Decreasing
the size increases the pressure behind them and evens out the flow
between them.
Increase the size of one makes it richer, but it will decrease the
pressure to the others possibly making them leaner. It is a balaning
act.
David Leikam
On Feb 2, 2013, at 9:13 PM, Kelly McMullen wrote:
>
> Hmm, I've only heard one other negative report on GAMI, and in that
case the individual wasn't working closely enough to give GAMI the
needed data and doing the flight testing called for to get needed data
for adjustments. I don't know on 6 cyl Lyc engines, but on the 4 cyl
injected Lycs, more than 50% of time no injector adjustment is needed.
>
> On 2/2/2013 3:16 PM, Alan Mekler MD wrote:
<amekler@metrocast.net>
>>
>> After spending many months with GAMI and never getting it right I
went with Don Rivera at airflow performance. Don knows his stuff. He
will look at your fuel flows and pressure at full throttle. I needed my
flow divider recalibrated and he took care of this as well. Cylinders
that peak last are too rich and will need restrictors.
>> Alan
>> N668G
>>
>
>
> -----
> No virus found in this message.
> Checked by AVG - www.avg.com
>
>
>
>
>
Message 15
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| Subject: | Re: injector tuning |
Okay, I've got dyslexia. I should have said my worst two outliers peak first, not
last.
So again, why does AFP prefer to go smaller on four rather than larger on two?
Is there any concern with not reducing fuel flow at full power?
--------
Bob Turner
RV-10 QB
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=393483#393483
Message 16
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| Subject: | Re: Dynon Skyview software version 5.0? |
Well, I spoke too soon. Turns out, that the VP-200 sync's up on the data stream,
but mis-interprets most if not all of the data objects. When I first got things
up on the new version, the big red X's on the VP-200 EMS data went away
and I was elated. It wasn't until later in the day when I started the engine
that I noticed that the RPM wasn't working. Then I looked closer and noticed
that the EGT/CHT wasn't right, and some of the others.
So, that's an Epic Fail. I am really flabbergasted that Dynon would break their
AHRS/EMS protocol like that. The whole point of a "protocol" is that it represents
some semblance of stability. I'd get fired for making a protocol change
to our product at work that wasn't backwardly compatible.
Anyway, so I did try to roll back to 5.0.0.xxxx but the Skyview wouldn't let me.
Is there some way to force it to go back to an older version on the Skyview?
Matt
--------
Matt Dralle
Matronics Email List Administrator
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=393484#393484
Message 17
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| Subject: | Re: Dynon Skyview software version 5.0? |
Seems there would be a way to force the old data. I know the G3X is to hold
down the toggle button while turning on the unit with the old software in
the data card slot. I think there should be if they screw up on a software
upgrade.
----- Original Message -----
From: "Matt Dralle" <dralle@matronics.com>
Sent: Saturday, February 02, 2013 9:56 PM
Subject: RV10-List: Re: Dynon Skyview software version 5.0?
>
> Well, I spoke too soon. Turns out, that the VP-200 sync's up on the data
> stream, but mis-interprets most if not all of the data objects. When I
> first got things up on the new version, the big red X's on the VP-200 EMS
> data went away and I was elated. It wasn't until later in the day when I
> started the engine that I noticed that the RPM wasn't working. Then I
> looked closer and noticed that the EGT/CHT wasn't right, and some of the
> others.
>
> So, that's an Epic Fail. I am really flabbergasted that Dynon would break
> their AHRS/EMS protocol like that. The whole point of a "protocol" is
> that it represents some semblance of stability. I'd get fired for making
> a protocol change to our product at work that wasn't backwardly
> compatible.
>
> Anyway, so I did try to roll back to 5.0.0.xxxx but the Skyview wouldn't
> let me. Is there some way to force it to go back to an older version on
> the Skyview?
>
> Matt
>
> --------
> Matt Dralle
> Matronics Email List Administrator
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=393484#393484
>
>
>
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