Today's Message Index:
----------------------
1. 06:27 AM - Re: Amps spike when transmitting on comm2 (johngoodman)
2. 06:32 AM - Re: Propellor Redux (johngoodman)
3. 07:12 AM - N62DN (DLM)
4. 07:17 AM - Re: Amps spike when transmitting on comm2 (Mike Whisky)
5. 07:19 AM - N428RV First Flight (Sean Stephens)
6. 07:34 AM - Re: N428RV First Flight (Cooprv7)
7. 07:45 AM - Re: N428RV First Flight (David Leikam)
8. 07:45 AM - Re: N428RV First Flight (Bob Leffler)
9. 07:46 AM - Re: N428RV First Flight (Rene Felker)
10. 07:58 AM - Trip out West (David Leikam)
11. 09:01 AM - Re: N62DN (rv10flyer)
12. 09:15 AM - Re: N428RV First Flight (Jeff Carpenter)
13. 09:36 AM - Re: N428RV First Flight (Rene Felker)
14. 10:34 AM - Re: Trip out West (pilotdds)
15. 01:09 PM - Re: N428RV First Flight (Patrick Pulis)
16. 01:52 PM - Re: N428RV First Flight (Geoff Combs)
17. 01:52 PM - Re: Trip out West (Kelly McMullen)
18. 02:08 PM - Re: Re: Propellor Redux (Kelly McMullen)
19. 02:59 PM - Re: N428RV First Flight (Nikolaos Napoli)
20. 03:01 PM - Re: N428RV First Flight (John MacCallum)
21. 03:19 PM - Re: Amps spike when transmitting on comm2 (maca2790)
22. 03:32 PM - Re: N428RV First Flight (Les Kearney)
23. 03:52 PM - Re: N428RV First Flight (Rob Kermanj)
24. 04:50 PM - Re: Re: Amps spike when transmitting on comm2 (Rene Felker)
25. 05:18 PM - Re: N428RV First Flight (Sean Stephens)
26. 05:18 PM - Re: Re: N62DN (Cooprv7)
27. 05:19 PM - Re: Re: Amps spike when transmitting on comm2 (Linn Walters)
28. 06:10 PM - Re: Re: Amps spike when transmitting on comm2 (Rene)
29. 06:34 PM - Re: Re: Amps spike when transmitting on comm2 (Chris)
30. 06:34 PM - Re: Trip out West (Bob Turner)
31. 06:37 PM - Re: N62DN (Berck E. Nash)
32. 06:54 PM - Re: Re: Amps spike when transmitting on comm2 (Linn Walters)
33. 07:29 PM - Re: N62DN (Jesse Saint)
34. 08:01 PM - Re: N62DN (Berck E. Nash)
35. 08:33 PM - Re: Firewall Penetrations (dhmoose)
36. 09:53 PM - Re: N62DN (Bob Turner)
37. 10:15 PM - Re: N62DN (cjay)
38. 10:50 PM - Re: Re: Firewall Penetrations (Ben Westfall)
39. 11:35 PM - Re: N62DN (Bob Turner)
Message 1
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| Subject: | Re: Amps spike when transmitting on comm2 |
rwwende wrote:
> Any ideas what would cause my amp reading to spike when I transmit on my sl40.
I have the vpx-pro and advance flight 4500. Every time I transmit on my comm
2 the reading spikes to 30 amps and I get the audible warning. This does not
happen on comm 1, GNS 430w.
My setup is similar to yours. I haven't noticed large spikes, but I have noticed
that there is a different "quality" between Comm 1, and Comm 2. Most of my comm
issues I've been able to trace to the audio panel, so I would certainly keep
that in mind.
John
--------
#40572 Phase One complete in 2011
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=424921#424921
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| Subject: | Re: Propellor Redux |
Kellym wrote:
> If you consider 2" a LOT more clearance. Hartzell is 80" diameter, MT 76".
> Seems like outside of hitting a taxiway/runway light or doing a hard
> nose wheel first porpoise; prop strike should not be all that likely
> unless someone has designed a retract gear assembly.
>
>
Hmmm, the Hartzell Van shipped to me was 82". Is there something I need to know
about?
John
--------
#40572 Phase One complete in 2011
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=424922#424922
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This obviously does not apply for low altitude failure on takeoff but a
failure at altitude; it may be possible to turn on the AP while
troubleshooting. My Trutrak will maintain altitude until a minimum of 80
KIAS them start giving up altitude for airspeed. Also prop control should be
full aft. This would allow full attention to a restart. Of course it would
have to hand flown later but it may be acceptable to troubleshoot without
also having to control the aircraft.
Message 4
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| Subject: | Re: Amps spike when transmitting on comm2 |
John,
What did you do to the audio panel or what was the problem?
Regards
Michael
--------
RV-10 builder (flying)
#511
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=424925#424925
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| Subject: | N428RV First Flight |
Serial #40303 took flight this last Saturday after 9+ years of blood,
sweat, and the occasional profanity-laced tirade. Thanks to everyone on
this list and Matt for providing it. It was my go to resource when
scratching my head over several steps.
No heavy wing or other airframe issues. Just a couple of things to work
out between the AFS4500 and the VP-200. #2 and #4 are running a bit
hotter than the others, but I'll get that sorted out after break-in.
Here's a link to a rushed video I created of the event. Need to dial in
the ND filter on my GoPro and work on a better approach and landing, but
I'll take it for a first flight. :)
http://youtu.be/-88wDzKgS9Q
-Sean #40303 (Flying Phase One)
Message 6
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| Subject: | Re: N428RV First Flight |
Congratulations! Great video too.
Have fun,
Marcus
40286
700hrs
On Jun 16, 2014, at 10:17, Sean Stephens <sean@stephensville.com> wrote:
Serial #40303 took flight this last Saturday after 9+ years of blood, sweat, and
the occasional profanity-laced tirade. Thanks to everyone on this list and
Matt for providing it. It was my go to resource when scratching my head over
several steps.
No heavy wing or other airframe issues. Just a couple of things to work out between
the AFS4500 and the VP-200. #2 and #4 are running a bit hotter than the
others, but I'll get that sorted out after break-in.
Here's a link to a rushed video I created of the event. Need to dial in the ND
filter on my GoPro and work on a better approach and landing, but I'll take it
for a first flight. :)
http://youtu.be/-88wDzKgS9Q
-Sean #40303 (Flying Phase One)
Message 7
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| Subject: | Re: N428RV First Flight |
Congrads, fly safe!
Dave Leikam
On Jun 16, 2014, at 9:17 AM, Sean Stephens <sean@stephensville.com> wrote:
>
> Serial #40303 took flight this last Saturday after 9+ years of blood, sweat,
and the occasional profanity-laced tirade. Thanks to everyone on this list and
Matt for providing it. It was my go to resource when scratching my head over
several steps.
>
> No heavy wing or other airframe issues. Just a couple of things to work out
between the AFS4500 and the VP-200. #2 and #4 are running a bit hotter than the
others, but I'll get that sorted out after break-in.
>
> Here's a link to a rushed video I created of the event. Need to dial in the
ND filter on my GoPro and work on a better approach and landing, but I'll take
it for a first flight. :)
>
> http://youtu.be/-88wDzKgS9Q
>
> -Sean #40303 (Flying Phase One)
>
>
>
>
Message 8
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| Subject: | Re: N428RV First Flight |
Congrats!
Bob
Sent from my iPhone
On Jun 16, 2014, at 10:17 AM, Sean Stephens <sean@stephensville.com> wrote:
Serial #40303 took flight this last Saturday after 9+ years of blood, sweat, and
the occasional profanity-laced tirade. Thanks to everyone on this list and
Matt for providing it. It was my go to resource when scratching my head over
several steps.
No heavy wing or other airframe issues. Just a couple of things to work out between
the AFS4500 and the VP-200. #2 and #4 are running a bit hotter than the
others, but I'll get that sorted out after break-in.
Here's a link to a rushed video I created of the event. Need to dial in the ND
filter on my GoPro and work on a better approach and landing, but I'll take it
for a first flight. :)
http://youtu.be/-88wDzKgS9Q
-Sean #40303 (Flying Phase One)
Message 9
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| Subject: | N428RV First Flight |
Congrats.
Rene' Felker
N423CF
801-721-6080
-----Original Message-----
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Sean Stephens
Sent: Monday, June 16, 2014 8:18 AM
Subject: RV10-List: N428RV First Flight
Serial #40303 took flight this last Saturday after 9+ years of blood, sweat,
and the occasional profanity-laced tirade. Thanks to everyone on this list
and Matt for providing it. It was my go to resource when scratching my head
over several steps.
No heavy wing or other airframe issues. Just a couple of things to work out
between the AFS4500 and the VP-200. #2 and #4 are running a bit hotter than
the others, but I'll get that sorted out after break-in.
Here's a link to a rushed video I created of the event. Need to dial in the
ND filter on my GoPro and work on a better approach and landing, but I'll
take it for a first flight. :)
http://youtu.be/-88wDzKgS9Q
-Sean #40303 (Flying Phase One)
Message 10
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This week I will be flying myself and my wife to Sedona for a day or two then on
to Laguna Beach for a day, landing at John Wayne(SNA). Dropping my wife in
Laguna to spend a week at a spa with her sister. I will continuing on to Aurora
Oregon to visit Vans. I will need to stop once between Laguna and Aurora for
fuel, food rest. I will then fly from Oregon Back to WI.
Any suggestions for a good layover spot in Northern California? Also in Montana
or that area?
Dave Leikam
Message 11
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Same here....80 kts MAS on mine .
--------
Wayne G.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=424939#424939
Message 12
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| Subject: | Re: N428RV First Flight |
Congrats Sean... I'm just one number behind you so this is very encouraging.
(probably a few more months for me)
Jeff Carpenter
40304
do not archive
On Jun 16, 2014, at 7:17 AM, Sean Stephens wrote:
>
> Serial #40303 took flight this last Saturday after 9+ years of blood, sweat,
and the occasional profanity-laced tirade. Thanks to everyone on this list and
Matt for providing it. It was my go to resource when scratching my head over
several steps.
>
> No heavy wing or other airframe issues. Just a couple of things to work out
between the AFS4500 and the VP-200. #2 and #4 are running a bit hotter than the
others, but I'll get that sorted out after break-in.
>
> Here's a link to a rushed video I created of the event. Need to dial in the
ND filter on my GoPro and work on a better approach and landing, but I'll take
it for a first flight. :)
>
> http://youtu.be/-88wDzKgS9Q
>
> -Sean #40303 (Flying Phase One)
>
>
>
>
Message 13
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| Subject: | N428RV First Flight |
I am 40302........
Rene' Felker
N423CF
801-721-6080
-----Original Message-----
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Jeff Carpenter
Sent: Monday, June 16, 2014 10:14 AM
Subject: Re: RV10-List: N428RV First Flight
Congrats Sean... I'm just one number behind you so this is very encouraging.
(probably a few more months for me)
Jeff Carpenter
40304
do not archive
On Jun 16, 2014, at 7:17 AM, Sean Stephens wrote:
> --> <sean@stephensville.com>
>
> Serial #40303 took flight this last Saturday after 9+ years of blood,
sweat, and the occasional profanity-laced tirade. Thanks to everyone on
this list and Matt for providing it. It was my go to resource when
scratching my head over several steps.
>
> No heavy wing or other airframe issues. Just a couple of things to work
out between the AFS4500 and the VP-200. #2 and #4 are running a bit hotter
than the others, but I'll get that sorted out after break-in.
>
> Here's a link to a rushed video I created of the event. Need to dial
> in the ND filter on my GoPro and work on a better approach and
> landing, but I'll take it for a first flight. :)
>
> http://youtu.be/-88wDzKgS9Q
>
> -Sean #40303 (Flying Phase One)
>
>
>
>
Message 14
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| Subject: | Re: Trip out West |
We can put you up at sck for a night.
-----Original Message-----
From: David Leikam <arplnplt@gmail.com>
Sent: Mon, Jun 16, 2014 7:59 am
Subject: RV10-List: Trip out West
This week I will be flying myself and my wife to Sedona for a day or two th
en on
to Laguna Beach for a day, landing at John Wayne(SNA). Dropping my wife in
Laguna to spend a week at a spa with her sister. I will continuing on to A
urora
Oregon to visit Van=99s. I will need to stop once between Laguna and
Aurora for
fuel, food rest. I will then fly from Oregon Back to WI.
Any suggestions for a good layover spot in Northern California? Also in Mo
ntana
or that area?
Dave Leikam
Message 15
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| Subject: | Re: N428RV First Flight |
Sean
Congratulations on a job well done from downunder mate.
I wish you safe skies and tailwinds.
Warm regards
Patrick Pulis
Adelaide
South Australia
> On 16 Jun 2014, at 23:47, Sean Stephens <sean@stephensville.com> wrote:
>
>
> Serial #40303 took flight this last Saturday after 9+ years of blood, sweat,
and the occasional profanity-laced tirade. Thanks to everyone on this list and
Matt for providing it. It was my go to resource when scratching my head over
several steps.
>
> No heavy wing or other airframe issues. Just a couple of things to work out
between the AFS4500 and the VP-200. #2 and #4 are running a bit hotter than the
others, but I'll get that sorted out after break-in.
>
> Here's a link to a rushed video I created of the event. Need to dial in the
ND filter on my GoPro and work on a better approach and landing, but I'll take
it for a first flight. :)
>
> http://youtu.be/-88wDzKgS9Q
>
> -Sean #40303 (Flying Phase One)
>
>
>
>
Message 16
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| Subject: | N428RV First Flight |
Sean
A big CONGRATULATIONS. Your video brought back great memories of my first
flight especially when you
Open the door as the engine stops. That big RV GRIN/SMILE and the feeling
you have (Priceless)
WAY TO GO
Geoff
Geoff Combs
Aerosport Modeling & Design
-----Original Message-----
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Sean Stephens
Sent: Monday, June 16, 2014 10:18 AM
Subject: RV10-List: N428RV First Flight
Serial #40303 took flight this last Saturday after 9+ years of blood, sweat,
and the occasional profanity-laced tirade. Thanks to everyone on this list
and Matt for providing it. It was my go to resource when scratching my head
over several steps.
No heavy wing or other airframe issues. Just a couple of things to work out
between the AFS4500 and the VP-200. #2 and #4 are running a bit hotter than
the others, but I'll get that sorted out after break-in.
Here's a link to a rushed video I created of the event. Need to dial in the
ND filter on my GoPro and work on a better approach and landing, but I'll
take it for a first flight. :)
http://youtu.be/-88wDzKgS9Q
-Sean #40303 (Flying Phase One)
Message 17
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| Subject: | Re: Trip out West |
Just two suggestions. Be careful for sight seeing traffic around Sedona,
and be extra careful if wind strong enough to dictate Rwy 21..much more
prone to up and down drafts when wind is out of southwest at over 15kts.
I use steeper approach angle to minimize exposure to downdrafts. If you
have any doubts as to conditions there, Cottonwood or Flagstaff are okay
alternates.
As for Montana, the place to stop is Helena, Beck's U pump, aka Mustang
Mickeys. Self serv fuel about 10% less than other FBO, showers, bunk
beds, kitchen, courtesy car, etc. (recent update from Airnav: /I would
use self-service fueling at Becks and occasionally take advantage of the
bunks and showers. Becks is now owned by Exec Air. The lounge is still
available, as is the self-service fuel. The auto is still available for
2-hour use. However, if you plan on spending the night, bring your own
sheets and towels. The linen service is no longer available.)
/
On 6/16/2014 7:55 AM, David Leikam wrote:
>
> This week I will be flying myself and my wife to Sedona for a day or two then
on to Laguna Beach for a day, landing at John Wayne(SNA). Dropping my wife in
Laguna to spend a week at a spa with her sister. I will continuing on to Aurora
Oregon to visit Vans. I will need to stop once between Laguna and Aurora
for fuel, food rest. I will then fly from Oregon Back to WI.
> Any suggestions for a good layover spot in Northern California? Also in Montana
or that area?
>
> Dave Leikam
>
>
Message 18
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| Subject: | Re: Propellor Redux |
The only two Hartzell props Van's has in their catalog for O (IO)-540:
Compact hub Constant-speed prop for (I)O-540 (260hp) 80"
Part Number = PROP C2YR-1BFP/F8068D
Price = $7500.00
Three-blade Constant-speed prop for (I)O-540 (260hp) 78" dia
Part Number = PROP C3Y1R-1N/N7605C
Price = $16795.00
MT Prop:
(I)O-540, 76" only for 540 3 Blade, hydraulic pitch change
Part Number = PROP MTV12B/193-53
Price = $10500.00
On 6/16/2014 6:31 AM, johngoodman wrote:
>
>
> Kellym wrote:
>> If you consider 2" a LOT more clearance. Hartzell is 80" diameter, MT 76".
>> Seems like outside of hitting a taxiway/runway light or doing a hard
>> nose wheel first porpoise; prop strike should not be all that likely
>> unless someone has designed a retract gear assembly.
>>
>>
>
> Hmmm, the Hartzell Van shipped to me was 82". Is there something I need to know
about?
> John
>
> --------
> #40572 Phase One complete in 2011
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=424922#424922
>
>
Message 19
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| Subject: | Re: N428RV First Flight |
Congratulations Sean
Niko
Nikolaos Napoli
> On Jun 16, 2014, at 10:17 AM, Sean Stephens <sean@stephensville.com> wrote:
>
>
> Serial #40303 took flight this last Saturday after 9+ years of blood, sweat,
and the occasional profanity-laced tirade. Thanks to everyone on this list and
Matt for providing it. It was my go to resource when scratching my head over
several steps.
>
> No heavy wing or other airframe issues. Just a couple of things to work out
between the AFS4500 and the VP-200. #2 and #4 are running a bit hotter than the
others, but I'll get that sorted out after break-in.
>
> Here's a link to a rushed video I created of the event. Need to dial in the
ND filter on my GoPro and work on a better approach and landing, but I'll take
it for a first flight. :)
>
> http://youtu.be/-88wDzKgS9Q
>
> -Sean #40303 (Flying Phase One)
>
>
>
>
Message 20
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| Subject: | N428RV First Flight |
Great work Sean,
Congratulations to you and your team of helpers.
Cheers
John MacCallum
#41016
VH-DUU
-----Original Message-----
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Sean Stephens
Sent: Tuesday, 17 June 2014 12:18 AM
Subject: RV10-List: N428RV First Flight
Serial #40303 took flight this last Saturday after 9+ years of blood, sweat,
and the occasional profanity-laced tirade. Thanks to everyone on this list
and Matt for providing it. It was my go to resource when scratching my head
over several steps.
No heavy wing or other airframe issues. Just a couple of things to work out
between the AFS4500 and the VP-200. #2 and #4 are running a bit hotter than
the others, but I'll get that sorted out after break-in.
Here's a link to a rushed video I created of the event. Need to dial in the
ND filter on my GoPro and work on a better approach and landing, but I'll
take it for a first flight. :)
http://youtu.be/-88wDzKgS9Q
-Sean #40303 (Flying Phase One)
Message 21
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| Subject: | Re: Amps spike when transmitting on comm2 |
rene(at)felker.com wrote:
> I have a similar problem with my sl30. I talked to GRT and they recommended
> that I put a balum on the wiring harness. It appeared to clear up the
> problem and then it happened again the other day.
>
> More testing is needed.
>
> Rene'
> N423CF
> 801-721-6080
>
> --
What form did the Balun take Rene'?
I think checking the Grounds as others have suggested is a good point. Or swap
the Radios and Coax around and see what happens. You could try bypassing the current
sensor with a .01 uf Capacitor.
cheers
John MacCallum
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=424964#424964
Message 22
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| Subject: | Re: N428RV First Flight |
Sean
All the blood sweatband tears become a distant memory on yay first flight.
Congrats
Les
Sent from my iPhone
> On Jun 16, 2014, at 10:17 AM, Sean Stephens <sean@stephensville.com> wrote:
>
>
> Serial #40303 took flight this last Saturday after 9+ years of blood, sweat,
and the occasional profanity-laced tirade. Thanks to everyone on this list and
Matt for providing it. It was my go to resource when scratching my head over
several steps.
>
> No heavy wing or other airframe issues. Just a couple of things to work out
between the AFS4500 and the VP-200. #2 and #4 are running a bit hotter than the
others, but I'll get that sorted out after break-in.
>
> Here's a link to a rushed video I created of the event. Need to dial in the
ND filter on my GoPro and work on a better approach and landing, but I'll take
it for a first flight. :)
>
> http://youtu.be/-88wDzKgS9Q
>
> -Sean #40303 (Flying Phase One)
>
>
>
>
Message 23
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| Subject: | Re: N428RV First Flight |
Congrats. Nice video.
I noticed no prop arc in the Vedic. What camera brand?
Rob Kermanj
Sent from my iPad
> On Jun 16, 2014, at 10:17 AM, Sean Stephens <sean@stephensville.com> wrote:
>
>
> Serial #40303 took flight this last Saturday after 9+ years of blood, sweat,
and the occasional profanity-laced tirade. Thanks to everyone on this list and
Matt for providing it. It was my go to resource when scratching my head over
several steps.
>
> No heavy wing or other airframe issues. Just a couple of things to work out
between the AFS4500 and the VP-200. #2 and #4 are running a bit hotter than the
others, but I'll get that sorted out after break-in.
>
> Here's a link to a rushed video I created of the event. Need to dial in the
ND filter on my GoPro and work on a better approach and landing, but I'll take
it for a first flight. :)
>
> http://youtu.be/-88wDzKgS9Q
>
> -Sean #40303 (Flying Phase One)
>
>
>
>
Message 24
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| Subject: | Re: Amps spike when transmitting on comm2 |
It was just a magnet that wraps around the harness. I bought several sizes
from the aviation department at Amazon and then used the one that fit. More
test are called for. I cannot test on the ground for the most part, only
happens in the air except when it doesn't...you know how that goes.
I have a hall effects sensor, where would the capacitor go?
I think I will try switching the antenna cables......
Rene' Felker
N423CF
801-721-6080
-----Original Message-----
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of maca2790
Sent: Monday, June 16, 2014 4:20 PM
Subject: RV10-List: Re: Amps spike when transmitting on comm2
rene(at)felker.com wrote:
> I have a similar problem with my sl30. I talked to GRT and they
> recommended that I put a balum on the wiring harness. It appeared to
> clear up the problem and then it happened again the other day.
>
> More testing is needed.
>
> Rene'
> N423CF
> 801-721-6080
>
> --
What form did the Balun take Rene'?
I think checking the Grounds as others have suggested is a good point. Or
swap the Radios and Coax around and see what happens. You could try
bypassing the current sensor with a .01 uf Capacitor.
cheers
John MacCallum
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=424964#424964
Message 25
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| Subject: | Re: N428RV First Flight |
It's a GoPro with the new Sporty's variable ND filter attached. I set
the ND filter too dark by mistake and it added a purple tint to the video.
http://www.sportys.com/PilotShop/product/20985
> Rob Kermanj <mailto:flysrv10@gmail.com>
> June 16, 2014 at 5:52 PM
>
> Congrats. Nice video.
>
> I noticed no prop arc in the Vedic. What camera brand?
>
> Rob Kermanj
> Sent from my iPad
>
>
Message 26
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I've been mulling whether to add my .02 to thus, but having experienced a
catastrophic engine failure in an RV-6 I'll submit my thoughts. This is not a
critique of what happened in any way as I don't have all the facts, but simply
lessons learned from my experience. As many have said in a number of posts,
fly the airplane first, no matter how exciting things get. I'm not sold on the
autopilot use since the airplane trims so nicely, but by all means use whatever
it takes to keep flying airspeed. I flew fighters for 20 years and lived
on angle of attack indicators, however in light airplanes the stall and max range
speeds really don't vary much within the acceptable weight range so I would
argue a solid airspeed cross check and good feel for the airplane is far more
important. The RV-10 has a very subtle stall which is good, but with occasional
practice it is still very perceptible. It is also very important to know
the best range airspeed engine out, in my airplane's case it's about 80 knots.
If you are faster when the engine quits, trade airspeed for altitude which
will result in time and options.
As my RV-6 glider was cruising over heavily forested hills in search of a
place to land a few important things became clear. First of all, when it gets
grim don't worry about what's best for the airplane, that's what insurance is
for. Do what's best to make sure the pink bodies in the airplane are going
to fare as well as possible. I actually made a conscientious decision that the
airplane was a write off and focused on survivability and am very thankful for
it.
Second, fly the airplane at max range speed until landing is assured where
you want to go. My passenger was a very low time private pilot and as we cruised
in silence he recommended a runway off in the distance on an island. I pointed
out that it was rising in the windscreen which means we couldn't make it.
Stretching out a glide by slowing down only works when you are just about
to land and have the airspeed above stall to spare, too many accidents have been
caused by trying to make the airplane fly farther than aerodynamics will allow.
Third, be very sensitive to what the airplane is telling you. Once I had
the small clearing I thankfully found made, I was doing small S turns to eliminate
the extra airspeed and altitude. I had also delayed extending the flaps
until landing was assured. During one of the turns I sensed the tickle of an
oncoming accelerated stall and quickly backed off. The airplane is happy to talk
to you, but make sure you are listening.
Finally, the accident happened at a time in my flying career when I was most
proficient at engine out situations. As an additional duty I ran the small
T-34C program and therefore routinely flew this essentially light airplane fairly
often and doing practice engine out approaches was a routine event. I have
to admit I don't practice them now as much as I would advocate, but they are
a great idea regardless of one's experience. Not only for getting the procedures
down, but also getting a realistic expectation of how far the airplane will
glide and what that looks like out the window.
Enough rambling, hope this helps someone,
Marcus
40286
On Jun 16, 2014, at 0:08, "rv10flyer" <wayne.gillispie@gmail.com> wrote:
Does not explain electrical power loss unless maybe he turned it off per his emergency
checklist. That will be one of the last items before an off field landing.
He was trying to make it that last .7 nm to the airport. I think I will go
practice stalls and slow flight with the airspeed tape covered again.
--------
Wayne G.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=424914#424914
Message 27
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| Subject: | Re: Amps spike when transmitting on comm2 |
Now I'm curious. would you post the part numbers for the hall effect
sensor and the magnet???
I'm used to seeing ferrite cores on cables to reduce noise, but never
magnets. Most hall effect sensors are a 'switch' that gives a 0V/+V
output and lack the processing circuits for an analog output.
Linn
On 6/16/2014 7:50 PM, Rene Felker wrote:
>
> It was just a magnet that wraps around the harness. I bought several sizes
> from the aviation department at Amazon and then used the one that fit. More
> test are called for. I cannot test on the ground for the most part, only
> happens in the air except when it doesn't...you know how that goes.
>
> I have a hall effects sensor, where would the capacitor go?
>
> I think I will try switching the antenna cables......
>
> Rene' Felker
> N423CF
> 801-721-6080
>
>
> -----Original Message-----
> From: owner-rv10-list-server@matronics.com
> [mailto:owner-rv10-list-server@matronics.com] On Behalf Of maca2790
> Sent: Monday, June 16, 2014 4:20 PM
> To: rv10-list@matronics.com
> Subject: RV10-List: Re: Amps spike when transmitting on comm2
>
>
>
> rene(at)felker.com wrote:
>> I have a similar problem with my sl30. I talked to GRT and they
>> recommended that I put a balum on the wiring harness. It appeared to
>> clear up the problem and then it happened again the other day.
>>
>> More testing is needed.
>>
>> Rene'
>> N423CF
>> 801-721-6080
>>
>> --
> What form did the Balun take Rene'?
> I think checking the Grounds as others have suggested is a good point. Or
> swap the Radios and Coax around and see what happens. You could try
> bypassing the current sensor with a .01 uf Capacitor.
>
> cheers
> John MacCallum
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=424964#424964
>
>
> -----
> No virus found in this message.
> Checked by AVG - www.avg.com
>
>
Message 28
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| Subject: | Re: Amps spike when transmitting on comm2 |
GRT CS-01 Current Sensor -- Current Sensor, +/- 100 AMP. Suitable for
aircraft
with 60 amp alternators.
It is a Ferrite Core....just clamped around the wire bundle.
Rene'
N423CF
801-721-6080
-----Original Message-----
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Linn Walters
Sent: Monday, June 16, 2014 6:19 PM
Subject: Re: RV10-List: Re: Amps spike when transmitting on comm2
Now I'm curious. would you post the part numbers for the hall effect sensor
and the magnet???
I'm used to seeing ferrite cores on cables to reduce noise, but never
magnets. Most hall effect sensors are a 'switch' that gives a 0V/+V output
and lack the processing circuits for an analog output.
Linn
On 6/16/2014 7:50 PM, Rene Felker wrote:
>
> It was just a magnet that wraps around the harness. I bought several
> sizes from the aviation department at Amazon and then used the one
> that fit. More test are called for. I cannot test on the ground for
> the most part, only happens in the air except when it doesn't...you know
how that goes.
>
> I have a hall effects sensor, where would the capacitor go?
>
> I think I will try switching the antenna cables......
>
> Rene' Felker
> N423CF
> 801-721-6080
>
>
> -----Original Message-----
> From: owner-rv10-list-server@matronics.com
> [mailto:owner-rv10-list-server@matronics.com] On Behalf Of maca2790
> Sent: Monday, June 16, 2014 4:20 PM
> To: rv10-list@matronics.com
> Subject: RV10-List: Re: Amps spike when transmitting on comm2
>
> --> <vk2gcn@cirruscomms.com.au>
>
>
> rene(at)felker.com wrote:
>> I have a similar problem with my sl30. I talked to GRT and they
>> recommended that I put a balum on the wiring harness. It appeared to
>> clear up the problem and then it happened again the other day.
>>
>> More testing is needed.
>>
>> Rene'
>> N423CF
>> 801-721-6080
>>
>> --
> What form did the Balun take Rene'?
> I think checking the Grounds as others have suggested is a good point.
> Or swap the Radios and Coax around and see what happens. You could try
> bypassing the current sensor with a .01 uf Capacitor.
>
> cheers
> John MacCallum
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=424964#424964
>
>
> -----
> No virus found in this message.
> Checked by AVG - www.avg.com
>
>
Message 29
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| Subject: | Re: Amps spike when transmitting on comm2 |
I have a ferrite core around my fuel pressure wire because when I transmit
on the SL30 fuel pressure would go out of limits. The core knocked the
effect down enough to only a couple of pounds of pressure change. So not a
big deal now. More loops of wire through the core made for additional noise
ellimination (to a point).
-Chris
N9191AR
-----Original Message-----
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Rene
Sent: Monday, June 16, 2014 9:10 PM
Subject: RE: RV10-List: Re: Amps spike when transmitting on comm2
GRT CS-01 Current Sensor -- Current Sensor, +/- 100 AMP. Suitable for
aircraft with 60 amp alternators.
It is a Ferrite Core....just clamped around the wire bundle.
Rene'
N423CF
801-721-6080
-----Original Message-----
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Linn Walters
Sent: Monday, June 16, 2014 6:19 PM
Subject: Re: RV10-List: Re: Amps spike when transmitting on comm2
Now I'm curious. would you post the part numbers for the hall effect sensor
and the magnet???
I'm used to seeing ferrite cores on cables to reduce noise, but never
magnets. Most hall effect sensors are a 'switch' that gives a 0V/+V output
and lack the processing circuits for an analog output.
Linn
On 6/16/2014 7:50 PM, Rene Felker wrote:
>
> It was just a magnet that wraps around the harness. I bought several
> sizes from the aviation department at Amazon and then used the one
> that fit. More test are called for. I cannot test on the ground for
> the most part, only happens in the air except when it doesn't...you
> know
how that goes.
>
> I have a hall effects sensor, where would the capacitor go?
>
> I think I will try switching the antenna cables......
>
> Rene' Felker
> N423CF
> 801-721-6080
>
>
> -----Original Message-----
> From: owner-rv10-list-server@matronics.com
> [mailto:owner-rv10-list-server@matronics.com] On Behalf Of maca2790
> Sent: Monday, June 16, 2014 4:20 PM
> To: rv10-list@matronics.com
> Subject: RV10-List: Re: Amps spike when transmitting on comm2
>
> --> <vk2gcn@cirruscomms.com.au>
>
>
> rene(at)felker.com wrote:
>> I have a similar problem with my sl30. I talked to GRT and they
>> recommended that I put a balum on the wiring harness. It appeared to
>> clear up the problem and then it happened again the other day.
>>
>> More testing is needed.
>>
>> Rene'
>> N423CF
>> 801-721-6080
>>
>> --
> What form did the Balun take Rene'?
> I think checking the Grounds as others have suggested is a good point.
> Or swap the Radios and Coax around and see what happens. You could try
> bypassing the current sensor with a .01 uf Capacitor.
>
> cheers
> John MacCallum
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=424964#424964
>
>
> -----
> No virus found in this message.
> Checked by AVG - www.avg.com
>
>
Message 30
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| Subject: | Re: Trip out West |
About half way between John Wayne and Aurora is Santa Rosa (KSTS).
Restaurant in the terminal has decent food.
--------
Bob Turner
RV-10 QB
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=424976#424976
Message 31
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|
On 06/16/2014 08:12 AM, DLM wrote:
> This obviously does not apply for low altitude failure on takeoff but a
> failure at altitude; it may be possible to turn on the AP while
> troubleshooting. My Trutrak will maintain altitude until a minimum of 80
> KIAS them start giving up altitude for airspeed. Also prop control
> should be full aft. This would allow full attention to a restart. Of
> course it would have to hand flown later but it may be acceptable to
> troubleshoot without also having to control the aircraft.
This sounds like a terrible idea at any altitude. You should, above all
else, be flying the airplane. When an engine quits in a single-engine
aircraft, I don't really care what else you do, but you should land the
aircraft safely. [note, some speculation follows...] It would appear
from the NTSB preliminary report that the pilot in question failed to
fly the airplane. The autopilot wouldn't have helped him here: he
picked a field he couldn't make, and apparently never realized he
couldn't make it since he forced the airplane into a stall trying.
If you've got the autopilot flying some random heading, maintaining best
glide, hoping to restart the engine, you will probably kill yourself. I
would much rather read about someone who had an engine failure that
could have been restarted by flipping a switch, but instead landed
safely (albeit unnecessarily) in a field than the alternative. An
engine failure should *not* be a life-threatening event, and I'm sick of
reading about pilots killing themselves and others because they failed
to fly the airplane.
Once you've picked a landing spot, figured out how you're going to
maneuver the aircraft to that landing spot (I'm a big fan of practicing
power-off 360s until you know how to do this), then, and only then,
should you attempt an engine restart.
By setting the autopilot, you're in effect giving yourself permission to
not fly the airplane. As you say, "this would allow full attention to a
restart," which, in my not-so-humble opinion is exactly what you should
never do. If you trim the airplane for best glide (or, better, minimum
sink if you're able to pick a field that's mostly underneath you), it
will maintain that speed without input from you. No autopilot
necessary, and you'll be paying a lot more attention to which direction
you're flying than you would be by moving some heading bug around.
The advice for set the prop control to the highest pitch (lowest speed)
possible is good assuming you're trying to maximize gliding distance or
time aloft.
Berck
Message 32
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|
| Subject: | Re: Amps spike when transmitting on comm2 |
You'll get minimal noise reduction with the ferrite core clamped around
the bundle. A toroidal ferrite core with the signal wires wrapped a
couple of turns would be better. I'm wondering if your antenna coax
runs near the wire that the HE is on. A bad antenna coax could be
coupling energy onto that cable and the HE is responding to it. It's a
WAG but possible.
Linn
On 6/16/2014 9:09 PM, Rene wrote:
>
> GRT CS-01 Current Sensor -- Current Sensor, +/- 100 AMP. Suitable for
> aircraft
> with 60 amp alternators.
>
> It is a Ferrite Core....just clamped around the wire bundle.
>
>
> Rene'
> N423CF
> 801-721-6080
>
> -----Original Message-----
> From: owner-rv10-list-server@matronics.com
> [mailto:owner-rv10-list-server@matronics.com] On Behalf Of Linn Walters
> Sent: Monday, June 16, 2014 6:19 PM
> To: rv10-list@matronics.com
> Subject: Re: RV10-List: Re: Amps spike when transmitting on comm2
>
>
> Now I'm curious. would you post the part numbers for the hall effect sensor
> and the magnet???
> I'm used to seeing ferrite cores on cables to reduce noise, but never
> magnets. Most hall effect sensors are a 'switch' that gives a 0V/+V output
> and lack the processing circuits for an analog output.
> Linn
>
> On 6/16/2014 7:50 PM, Rene Felker wrote:
>>
>> It was just a magnet that wraps around the harness. I bought several
>> sizes from the aviation department at Amazon and then used the one
>> that fit. More test are called for. I cannot test on the ground for
>> the most part, only happens in the air except when it doesn't...you know
> how that goes.
>> I have a hall effects sensor, where would the capacitor go?
>>
>> I think I will try switching the antenna cables......
>>
>> Rene' Felker
>> N423CF
>> 801-721-6080
>>
>>
>> -----Original Message-----
>> From: owner-rv10-list-server@matronics.com
>> [mailto:owner-rv10-list-server@matronics.com] On Behalf Of maca2790
>> Sent: Monday, June 16, 2014 4:20 PM
>> To: rv10-list@matronics.com
>> Subject: RV10-List: Re: Amps spike when transmitting on comm2
>>
>> --> <vk2gcn@cirruscomms.com.au>
>>
>>
>> rene(at)felker.com wrote:
>>> I have a similar problem with my sl30. I talked to GRT and they
>>> recommended that I put a balum on the wiring harness. It appeared to
>>> clear up the problem and then it happened again the other day.
>>>
>>> More testing is needed.
>>>
>>> Rene'
>>> N423CF
>>> 801-721-6080
>>>
>>> --
>> What form did the Balun take Rene'?
>> I think checking the Grounds as others have suggested is a good point.
>> Or swap the Radios and Coax around and see what happens. You could try
>> bypassing the current sensor with a .01 uf Capacitor.
>>
>> cheers
>> John MacCallum
>>
>>
>>
>>
>> Read this topic online here:
>>
>> http://forums.matronics.com/viewtopic.php?p=424964#424964
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>> -----
>> 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 33
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|
Berck,
Are you flying your -10 yet? If not, then don't assume you can just trim for a
certain speed and it will stay. It's no Cessna. I told my instructor, when I was
working on my IFR that it was hard to hold altitude accurately. He didn't believe
me until he tried. Any slight stick pressure can give you a 500fpm climb
or descent. I'm not arguing for using the autopilot, just saying that it isn't
as simple as just trimming for a certain airspeed. With almost 700 RV-10 hours
I still feel the same way, that I would not fly this plane IFR without an
autopilot.
Do not archive.
Jesse Saint
Saint Aviation, Inc.
352-427-0285
jesse@saintaviation.com
Sent from my iPad
> On Jun 16, 2014, at 9:36 PM, "Berck E. Nash" <flyboy@gmail.com> wrote:
>
>
>> On 06/16/2014 08:12 AM, DLM wrote:
>> This obviously does not apply for low altitude failure on takeoff but a
>> failure at altitude; it may be possible to turn on the AP while
>> troubleshooting. My Trutrak will maintain altitude until a minimum of 80
>> KIAS them start giving up altitude for airspeed. Also prop control
>> should be full aft. This would allow full attention to a restart. Of
>> course it would have to hand flown later but it may be acceptable to
>> troubleshoot without also having to control the aircraft.
>
> This sounds like a terrible idea at any altitude. You should, above all
> else, be flying the airplane. When an engine quits in a single-engine
> aircraft, I don't really care what else you do, but you should land the
> aircraft safely. [note, some speculation follows...] It would appear
> from the NTSB preliminary report that the pilot in question failed to
> fly the airplane. The autopilot wouldn't have helped him here: he
> picked a field he couldn't make, and apparently never realized he
> couldn't make it since he forced the airplane into a stall trying.
>
> If you've got the autopilot flying some random heading, maintaining best
> glide, hoping to restart the engine, you will probably kill yourself. I
> would much rather read about someone who had an engine failure that
> could have been restarted by flipping a switch, but instead landed
> safely (albeit unnecessarily) in a field than the alternative. An
> engine failure should *not* be a life-threatening event, and I'm sick of
> reading about pilots killing themselves and others because they failed
> to fly the airplane.
>
> Once you've picked a landing spot, figured out how you're going to
> maneuver the aircraft to that landing spot (I'm a big fan of practicing
> power-off 360s until you know how to do this), then, and only then,
> should you attempt an engine restart.
>
> By setting the autopilot, you're in effect giving yourself permission to
> not fly the airplane. As you say, "this would allow full attention to a
> restart," which, in my not-so-humble opinion is exactly what you should
> never do. If you trim the airplane for best glide (or, better, minimum
> sink if you're able to pick a field that's mostly underneath you), it
> will maintain that speed without input from you. No autopilot
> necessary, and you'll be paying a lot more attention to which direction
> you're flying than you would be by moving some heading bug around.
>
> The advice for set the prop control to the highest pitch (lowest speed)
> possible is good assuming you're trying to maximize gliding distance or
> time aloft.
>
> Berck
>
>
>
>
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On 06/16/2014 08:29 PM, Jesse Saint wrote:
> Are you flying your -10 yet? If not, then don't assume you can just trim for
a certain speed and it will stay. It's no Cessna. I told my instructor, when I
was working on my IFR that it was hard to hold altitude accurately. He didn't
believe me until he tried. Any slight stick pressure can give you a 500fpm climb
or descent. I'm not arguing for using the autopilot, just saying that it isn't
as simple as just trimming for a certain airspeed. With almost 700 RV-10
hours I still feel the same way, that I would not fly this plane IFR without an
autopilot.
I am not, but I have yet to fly an airplane that cannot be trimmed for
an airspeed. An airplane that cannot be trimmed for an airspeed
essentially exhibits negative dynamic stability. I'm sure that's not
the case for the RV-10. I've flown everything from Cessnas, to
turboprops, to jets, and have yet to find an airplane that cannot be
easily trimmed for airspeed. Not saying one doesn't exist, but they're
not normal, and I don't think the RV-10 is one of them.
Maintaining altitude is a different story. As long as you've got
positive dynamic stability, you're still going to get a diminishing set
of diversions that converge on the airspeed you're trimmed for, though a
very maneuverable airplane will take more time to stabilize than a less
maneuverable (more stable) airplane. That doesn't mean it won't trim for
airspeed, but may hunt a bit for it. The jets I've flown have all been
hard to hand-fly in level flight. When I started flying for the
airlines, almost all the training the sim was autopilot-centric, and it
took quite a few hours in the plane to get proficient hand flying it.
The hardest hand-flown maneuver in an airliner, for me, was leveling off
from a climb and accelerating to cruise speed with no autopilot or
flight director. Very twitchy, the trim very sensitive, the aircraft
extremely pitch-sensitive to thrust changes, and all equipped with
flight attendants that will bitch if they can tell you're hand-flying
while they're walking around. Still, they're all very easy to trim for
a stabilized climb/descent at a specific airspeed. Flying a stabilized
approach by hand was cake in comparison to flying level.
So, yes, I can believe that maintaining altitude in an RV-10 (known for
being maneuverable) is tricky. I *do* believe that descents are as
simple as trimming for airspeed in a descent. If you've got a +/-5 hunt
for airspeed, close enough! Maybe even better that it hunts a bit, I'd
rather you were paying attention to airspeed than trying to restart your
engine, because maybe you'll land safely.
As a somewhat snide side remark that I still hope you'll think about for
a second: If you can't fly an RV-10 IFR without an autopilot, I hope you
either
(a) don't fly an RV-10 IFR or
(b) have two fully redundant autopilots installed.
Berck
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| Subject: | Re: Firewall Penetrations |
Hi Les,
Yes, I did 4 stainless steel eyeball firewall penetrations and am very happy with
the installation.
Advantages:
They increase the safety of the firewall
They allow flexible directions for the cables to travel
They can be removed from the engine side of the firewall only! No need to get to
the cabin side
They provide for a tidy installation
Disadvantages:
Increased expense
It took a little finesse to install them since you need more space from hole center
to hole center then what Vans specifies. I think I put two side-by-side,
one below that...and one off to the side (for the FAB)
They require custom control cable lengths since the length changes depending on
the installation
I believe I ordered everything from Spruce. The eyeballs are found here:
https://www.aircraftspruce.com/catalog/appages/eyeballfw1.php?clickkey=6551
I think you have to call them for the custom cables.
I hope this helps.
David
--------
David Halmos
RV-10
Flying!
Portland, OR
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=424986#424986
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Eye witness testimony is often wrong, not to mention being sedated, but if in fact
there was a complete electrical failure then neither the autopilot, nor the
trim, would work. (I note she later heard what may have been the stall horn,
which is electric).
As for ifr, of course the -10 can be hand flown. It's just more tiring.
--------
Bob Turner
RV-10 QB
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=424987#424987
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dlm34077 wrote:
> This obviously does not apply for low altitude failure on takeoff but a failure
at altitude; it may be possible to turn on the AP while troubleshooting.
My Trutrak will maintain altitude until a minimum of 80 KIAS them start giving
up altitude for airspeed. Also prop control should be full aft. This would
allow full attention to a restart. Of course it would have to hand flown later
but it may be acceptable to troubleshoot without also having to control the
aircraft.
>
Is this a trutrak setting for glide? I'll have to practice this.
Despite other's objections, if your comfortable with both hand flying glide and
autopilot glide this makes sense to me especially if you're attempting a restart.
The -10 stall is very easy to detect and manage (if you have altitude to
play with).
The other nice feature to have on your EFIS (if you still have electrical juice)
is a glide map overlay that takes into account wind. This is on the Chelton's,
but not sure if the others have adopted this very simple tool. Doing this
with your senses and in your head would take quite a bit of practice to become
proficient in an emergency situation.
Now my question I need help on, is prop full aft the best feathering no power glide
setting? Frankly, I'm embarrassed that I don't know this.
cjay
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=424988#424988
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| Subject: | Re: Firewall Penetrations |
Les,
I think the safeair pass-thru's would NOT work well for control cables. It
might be a bit tight to get all 3 cables through even the largest pass
through. If you did I think it would push the bend radius out quite a bit
from the firewall thus making them harder to route. I think Dave Saylor had
an issue with a cable that got harder and harder to actuate and required
replacment so it's not unheard of to have to replace a cable from time to
time. I wonder how difficult it would be to pull a single cable out?
I did much the same as David. In fact I borrowed his punch set and had a
few facetime calls w/him during the installation of mine so that I could
share the cussing and bleeding with somebody else.
On a somewhat related issue I see something on the SafeAir website that I'm
not sure if it would be a problem or not. They use nylock nuts on the pan
head screws to secure the pass-thru. Scroll to the pics about half way down
http://www.safeair1.com/averytools/firewallpassthrough.php. I would think
the heat of the firewall would require a locknut that is more appropriate
for the engine compartment.
My non-flying 2 cents.
-Ben
-----Original Message-----
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of dhmoose
Sent: Monday, June 16, 2014 8:33 PM
Subject: RV10-List: Re: Firewall Penetrations
Hi Les,
Yes, I did 4 stainless steel eyeball firewall penetrations and am very happy
with the installation.
Advantages:
They increase the safety of the firewall They allow flexible directions for
the cables to travel They can be removed from the engine side of the
firewall only! No need to get to the cabin side They provide for a tidy
installation
Disadvantages:
Increased expense
It took a little finesse to install them since you need more space from hole
center to hole center then what Vans specifies. I think I put two
side-by-side, one below that...and one off to the side (for the FAB) They
require custom control cable lengths since the length changes depending on
the installation
I believe I ordered everything from Spruce. The eyeballs are found here:
https://www.aircraftspruce.com/catalog/appages/eyeballfw1.php?clickkey=6551
I think you have to call them for the custom cables.
I hope this helps.
David
--------
David Halmos
RV-10
Flying!
Portland, OR
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cjay wrote:
>
> dlm34077 wrote:
> > This obviously does not apply for low altitude failure on takeoff but a failure
at altitude; it may be possible to turn on the AP while troubleshooting.
My Trutrak will maintain altitude until a minimum of 80 KIAS them start giving
up altitude for airspeed. Also prop control should be full aft. This would
allow full attention to a restart. Of course it would have to hand flown later
but it may be acceptable to troubleshoot without also having to control the
aircraft.
> >
>
>
> Is this a trutrak setting for glide? I'll have to practice this.
> Despite other's objections, if your comfortable with both hand flying glide and
autopilot glide this makes sense to me especially if you're attempting a restart.
The -10 stall is very easy to detect and manage (if you have altitude
to play with).
>
> The other nice feature to have on your EFIS (if you still have electrical juice)
is a glide map overlay that takes into account wind. This is on the Chelton's,
but not sure if the others have adopted this very simple tool. Doing this
with your senses and in your head would take quite a bit of practice to become
proficient in an emergency situation.
>
> Now my question I need help on, is prop full aft the best feathering no power
glide setting? Frankly, I'm embarrassed that I don't know this.
>
> cjay
It's not designed to give you best glide,but rather to keep the autopilot from
inadvertantly stalling the aircraft. I'd recommend setting the minimum speed closer
to 70 kias, in case you want the autopilot to fly an approach at, say, 75
kias. (Trio has the same feature).
Yes, if the engine is windmilling, the rpm within governing range, you have oil
pressure, etc., then minimum rpm setting (full out) will give you minimum drag.
You can also reduce the drag by full open (forward) throttle.
--------
Bob Turner
RV-10 QB
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=424990#424990
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