Today's Message Index:
----------------------
1. 02:56 AM - Fw: INTRODUCING THE NEW COLOR GARMIN GPSMAP 396 w/ TERRAIN and XM SATTELITE WEATHER/RADIO (Steve Glasgow)
2. 04:45 AM - Re: Fw: INTRODUCING THE NEW COLOR GARMIN GPSMAP (Larry Bowen)
3. 10:46 AM - Re: GPS Ideas (Sargentclt@cs.com)
4. 12:44 PM - sounds familiar... (Rad Z)
5. 02:18 PM - Re: sounds familiar... (Lenleg@aol.com)
6. 07:50 PM - P-mag installation report (sportav8r@aol.com)
7. 09:07 PM - Re: P-mag installation report (Larry Bowen)
Message 1
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| Subject: | Fw: INTRODUCING THE NEW COLOR GARMIN GPSMAP 396 w/ TERRAIN |
and XM SATTELITE WEATHER/RADIO
--> RVSouthEast-List message posted by: "Steve Glasgow" <willfly@carolina.rr.com>
Larry maybe this is the GPS for you.
----- Original Message -----
From: JA Air Center
Subject: INTRODUCING THE NEW COLOR GARMIN GPSMAP 396 w/ TERRAIN and XM SATTELITE
WEATHER/RADIO
Pre-Order the new GARMIN GPSMAP 396 (Estimated July 31, 2005 delivery) from
JA Air Center!
A truly portable MFD, the new GPSMAP 396 combines color moving map and terrain
alerting features with the latest in satellite datalink weather. An integrated
GXM 30 smart antenna makes the satellite connection, enabling the unit
to receive and process XM Weather and flight safety products. In addition to offering
the outstanding features and operation of the GPSMAP 296, the GPSMAP 396
allows pilots to display NEXRAD, Temporary Flight Restrictions (TFRs), METARs,
TAFs, Winds Aloft, and many other useful weather products through a subscription
with XM Radio data services.
Speaking of XM Radio, the audio and entertainment from XM Satellite Radio
is also available via an audio jack on the unit. An additional subscription is
required for XM Radio entertainment.
What more could you ask from a GPS portable? How about displaying TIS traffic
when interfaced with a Garmin GTX330, and channeling a Garmin SL30 Nav/Com
by highlighting a frequency on the GPSMAP 396 and pressing the enter button.
The GPSMAP 396 performs in the car and on the boat as well as in the air.
As an introductory bonus Garmin is offering a coupon for a free Automotive Kit. http://www.garmin.com/whatsNew/currentpromotions/.
The coupon must be completed by the customer in accordance with instructions
on the coupon and mailed to Garmin. (Garmin will ship the automotive kit to
you)
We stock all Garmin Aviation GPS units (GPSMAP 296, 196, 96C, 96, and Ique
3600a PDA/GPS) and accessories.
We also purchase used GPS and Avionics.
For more information, contact JA Air Center at (800) 323-5966 or order online at http://shop.jaair.com
Thank you!
JA AIR CENTER
3N060 Powis Road
DuPage Airport
West Chicago, IL 60185
info@jaair.com
To be removed from our list please click on the following link:
Remove my email address.
Or goto http://shop.jaair.com/?stepemailtool_delete
Message 2
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396 w/ TERRAIN and XM SATTELITE WEATHER/RADIO
| Subject: | Re: Fw: INTRODUCING THE NEW COLOR GARMIN GPSMAP |
396 w/ TERRAIN and XM SATTELITE WEATHER/RADIO
--> RVSouthEast-List message posted by: "Larry Bowen" <Larry@BowenAero.com>
Yeah, sounds real nice! Maybe after the paint job is paid for, and the
instr rating, and ....
-
Larry Bowen
Larry@BowenAero.com
http://BowenAero.com
do not archive
Steve Glasgow said:
> --> RVSouthEast-List message posted by: "Steve Glasgow"
> <willfly@carolina.rr.com>
>
> Larry maybe this is the GPS for you.
>
> ----- Original Message -----
> From: JA Air Center
> To: JA Air email list member
> Subject: INTRODUCING THE NEW COLOR GARMIN GPSMAP 396 w/ TERRAIN and XM
> SATTELITE WEATHER/RADIO
>
>
> Pre-Order the new GARMIN GPSMAP 396 (Estimated July 31, 2005
> delivery) from JA Air Center!
>
> A truly portable MFD, the new GPSMAP 396 combines color moving map
> and terrain alerting features with the latest in satellite datalink
> weather. An integrated GXM 30 smart antenna makes the satellite
> connection, enabling the unit to receive and process XM Weather and
> flight safety products. In addition to offering the outstanding
> features and operation of the GPSMAP 296, the GPSMAP 396 allows
> pilots to display NEXRAD, Temporary Flight Restrictions (TFRs),
> METARs, TAFs, Winds Aloft, and many other useful weather products
> through a subscription with XM Radio data services.
>
> Speaking of XM Radio, the audio and entertainment from XM Satellite
> Radio is also available via an audio jack on the unit. An additional
> subscription is required for XM Radio entertainment.
>
> What more could you ask from a GPS portable? How about displaying
> TIS traffic when interfaced with a Garmin GTX330, and channeling a
> Garmin SL30 Nav/Com by highlighting a frequency on the GPSMAP 396
> and pressing the enter button.
>
> The GPSMAP 396 performs in the car and on the boat as well as in the
> air.
>
> As an introductory bonus Garmin is offering a coupon for a free
> Automotive Kit. http://www.garmin.com/whatsNew/currentpromotions/.
>
> The coupon must be completed by the customer in accordance with
> instructions on the coupon and mailed to Garmin. (Garmin will ship
> the automotive kit to you)
>
> We stock all Garmin Aviation GPS units (GPSMAP 296, 196, 96C, 96,
> and Ique 3600a PDA/GPS) and accessories.
>
> We also purchase used GPS and Avionics.
>
> For more information, contact JA Air Center at (800) 323-5966 or
> order online at http://shop.jaair.com
>
> Thank you!
>
> JA AIR CENTER
> 3N060 Powis Road
> DuPage Airport
> West Chicago, IL 60185
>
> info@jaair.com
>
>
> To be removed from our list please click on the following link:
>
> Remove my email address.
>
> Or goto http://shop.jaair.com/?stepemailtool_delete
>
>
Message 3
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--> RVSouthEast-List message posted by: Sargentclt@cs.com
Yes, Are you flying to say Concord or Lake Norman airport?
Tad Sargent
Sargentclt(at)CS.com
RV7A
Message 4
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| Subject: | sounds familiar... |
--> RVSouthEast-List message posted by: Rad Z <microsmurfer@yahoo.com>
isn't this somewhere around this area?
2000 RV-6A, 140TT airframe, Lycoming O-320 140 SMOH,
Sensenich fixed pitch prop 140 TT, Garmin 250XL moving
map GPS/COM, Garmin 327 digital Xponder, Mode C
encoder, digital engine monitor, electric flaps,
electric elevator trim, ELT, Navaid autopilot/wing
leveler coupled to GPS, landing & taxi light, Whelen
wingtip strobes and nav lights, always hangared, great
airplane but I have no time to fly, $68'000, ph:
336-599-3325 (Eastern Time Zone) fax: 336-598-0297
cell: 336-504-2424 or e-mail: dealassoc@earthlink.net
Message 5
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| Subject: | Re: sounds familiar... |
--> RVSouthEast-List message posted by: Lenleg@aol.com
In a message dated 7/7/2005 3:45:08 P.M. Eastern Standard Time,
microsmurfer@yahoo.com writes:
2000 RV-6A, 140TT airframe, Lycoming O-320 140 SMOH,
Sensenich fixed pitch prop 140 TT, Garmin 250XL moving
map GPS/COM, Garmin 327 digital Xponder, Mode C
encoder, digital engine monitor, electric flaps,
electric elevator trim, ELT, Navaid autopilot/wing
leveler coupled to GPS, landing & taxi light, Whelen
wingtip strobes and nav lights, always hangared, great
airplane but I have no time to fly, $68'000, ph:
336-599-3325 (Eastern Time Zone) fax: 336-598-0297
cell: 336-504-2424 or e-mail: dealassoc@earthlink.net
That is Dane Deal ... hate to hear this ...beautiful plane !!!
Good luck ... Dane !!
Len
Message 6
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| Subject: | P-mag installation report |
--> RVSouthEast-List message posted by: sportav8r@aol.com
Many of my fellow rvators have expressed interest in my impressions and experience
with E-mag since I received my mags last month. Here's an update on my not-yet-flying
installation.
I started the job this past Saturday, removing the Slick mags and associated wiring
and installing the wires and switching hardware for the dual P-mags per Bob
Nuckoll's drawing Z-33, which I followed to the letter. Lots of drilling,
pulling wire, on my back under the panel kind of work. The first hitch I encountered
was Saturday night, when I broke a brass adapter in a spark plug hole.
Amazingly, Brad Dement was in the shop on a Texas Saturday evening, building
E-mags for impatient customers, and promised to rush a replacement to me as soon
as possible. The Independence Day holiday put a crimp in that, but I digress...
This is a good place to interject a warning to anyone else taking delivery of their
Emags soon, if you are converting to automotive plugs: do not follow the
instructions for torqueing the adapters first to 25 ft-lbs. At least one of the
adapters is bound to fail. Install the spark plug into the adapter with anti-seize
first, then insert the whole assembly into the cylinder and torque to
15 ft-lbs. Stop there. The plug's steel barrel will support the brass reducer
and prevent it form tearing along the threads as the torque value is reached.
My 14-to-18mm adapter yielded at about 20 ft-lbs and proceeded to split and unwind
about 3/4 turn along the thread line, about 1/3 of the way down from the hex
shoulder. When I felt this happen, I was able to back it out and inspect it.
Given my impatient nature, and since the brass was all still in one piece,
I elected to try reinstalling it with the plug inserted, and it seems to have
done fine at 15 ft-lbs, but I will replace it with a new onebefore flying .
Hope the old reducer comes out in one piece next time like it did the first :-)
Last night was time to install the P-mags themselves in the accessory case and
set the timing, and a most interesting time it was. I was unprepared for the
frustration of trying to install the mags in their holes with new gaskets. The
gaskets kept slipping out of position, and the mags were so tight in the holes
that when seated enough to engage the gear teeth, they were impossible to turn
by hand to dial in the timing. Applying a thick grease film helped keep the
gaskets in place, but did almost nothing to make the P-mags easier to horse
around in the holes. Nothing short of rocking the mags loose in the holes would
free them enough to adjust the timing, so the result was always a huge overshoot
and loss of the precious "green light" LED signal that the timing was right-on.
Never have conventional mags behaved this way for me.
It helped to discover that the mags each needed to rotate the same way the prop
did to recapture the timing mark. I would secure the mag, rock the prop till
the green light came on, then look at where the timing mark was, figure out which
way the mag needed to be repositioned, and try again. Most frustrating of
all was the dozens of times the green light would be on while the mag was in
the clamps finiger-tight, only to see the light go out as the hardware was tightened
down. I struggled with this task for over two hours, and in retrospect
I think I should have taken a file to the aluminum P-mag body to create a little
slack in the fit. I hated the thought of defiling (sorry!) the nice red
anodized finish, even where it would never show. As I wrote to Brad Dement today,
a "wrench" cut from hardwood, large enough to grab the flats on the body
of the P-mag (3 inches wide?) would have helped leverage the mags into final alignment,
if there was enough room to get a grip on t
hem between all the FWF obstacles, which is questionable. I strongly advised
him to machine the next production run a few thousandths narrower and avoid all
this frustration, but at least you, my friends, are hereby warned.
Tonight, raining though it was outside, was time to try 'em out. I put all the
tools away and cleaned up the shop area around the prop arc. Reviewed instructions
on handling the ignitions; I'm looking at all new switches here, new layout,
no labels yet, no turn-key-to-start. Master... boost... prime... mixture...throttle
set... R and L ignitionswitches full-up to BATT position, push the
start toggle up, and - she catches on the first blade and purrs like a kitten.
WOW! Turbine smooth. Tach is reading correctly, no need to adjust the tach
pulse switches to get the correct reading; that's a relief. The GRT EIS seems
happy; all readings are nominal. Run-up and mag check: butter-smooth to 1700
rpm, equal drop on both sides, both switches briefly off and she dies right
away; switches up again and she recovers. Switches halfway down to the on (self-powered)
position and she runs like nothing's amiss: the P-mag internal dynamo
function is taking over for the "loss" of ship'
s power. Yesssss! Feeding throttle in, there's nary a stumble or hesitation.
Pull back to idle, incredibly smooth. Even running on one ignition at a time,
the engine sounds different, stronger somehow, more confident. Yessir, I will
have no hesitation about the upcoming test flights; she sounds really good,
the best she's ever felt. I remember the same sensation after the dynamic balancing
was done, but this takes "smooth" to yet another level.
Last night I admit I was fantasizing about shoving Brad's pointy little head (I
bet in reality he's a big, brawny Texan) into a mag hole and tightening it down
("Tell me when you get a green light, Brad!"). Tonight I think I want to give
him a hug :-x These things are right!
More to come later, of course, when I double-check the green timing light things,
apply Loc-tite to the mag stud bolts, re-cowl, and generally get ready for
flight tests in earnest. I was going to collect some pre-P-mag numbers on Friday,
for a comparison benchmark (I have no new, hard data since a prop re-pitch
this spring) but Friday's test flight was cut short when the carb heat Bowden
cable came out an extra 6 inches in my hand in flight; shucks, it's not supposed
to do that, is it? Better land and check it out. While the cowl is off,
might as well start the P-mag install... so it happened that I have no recent
Slick Mag data to compare against for top speed. I do know my 75% cruise fuel
burn for may years has been 7.8 gph with aggressive leaning, so I can compare
fuel economy with some certainty.
Stay tuned. More to come.
/Stormy out.
Message 7
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| Subject: | P-mag installation report |
--> RVSouthEast-List message posted by: "Larry Bowen" <Larry@BowenAero.com>
Good job. I'm sure it will be worth all the work!
-
Larry Bowen
Larry@BowenAero.com
http://BowenAero.com
> -----Original Message-----
> From: owner-rvsoutheast-list-server@matronics.com
> [mailto:owner-rvsoutheast-list-server@matronics.com] On
> Behalf Of sportav8r@aol.com
> Sent: Thursday, July 07, 2005 10:50 PM
> To: rvsoutheast-list@matronics.com; Mid-AtlRVwing@yahoogroups.com
> Subject: RVSouthEast-List: P-mag installation report
>
> --> RVSouthEast-List message posted by: sportav8r@aol.com
>
> Many of my fellow rvators have expressed interest in my
> impressions and experience with E-mag since I received my
> mags last month. Here's an update on my not-yet-flying installation.
>
> I started the job this past Saturday, removing the Slick mags
> and associated wiring and installing the wires and switching
> hardware for the dual P-mags per Bob Nuckoll's drawing Z-33,
> which I followed to the letter. Lots of drilling, pulling
> wire, on my back under the panel kind of work. The first
> hitch I encountered was Saturday night, when I broke a brass
> adapter in a spark plug hole. Amazingly, Brad Dement was in
> the shop on a Texas Saturday evening, building E-mags for
> impatient customers, and promised to rush a replacement to me
> as soon as possible. The Independence Day holiday put a
> crimp in that, but I digress...
>
> This is a good place to interject a warning to anyone else
> taking delivery of their Emags soon, if you are converting to
> automotive plugs: do not follow the instructions for
> torqueing the adapters first to 25 ft-lbs. At least one of
> the adapters is bound to fail. Install the spark plug into
> the adapter with anti-seize first, then insert the whole
> assembly into the cylinder and torque to 15 ft-lbs. Stop
> there. The plug's steel barrel will support the brass
> reducer and prevent it form tearing along the threads as the
> torque value is reached.
>
> My 14-to-18mm adapter yielded at about 20 ft-lbs and
> proceeded to split and unwind about 3/4 turn along the thread
> line, about 1/3 of the way down from the hex shoulder. When
> I felt this happen, I was able to back it out and inspect it.
> Given my impatient nature, and since the brass was all still
> in one piece, I elected to try reinstalling it with the plug
> inserted, and it seems to have done fine at 15 ft-lbs, but I
> will replace it with a new onebefore flying . Hope the old
> reducer comes out in one piece next time like it did the first :-)
>
> Last night was time to install the P-mags themselves in the
> accessory case and set the timing, and a most interesting
> time it was. I was unprepared for the frustration of trying
> to install the mags in their holes with new gaskets. The
> gaskets kept slipping out of position, and the mags were so
> tight in the holes that when seated enough to engage the gear
> teeth, they were impossible to turn by hand to dial in the
> timing. Applying a thick grease film helped keep the gaskets
> in place, but did almost nothing to make the P-mags easier to
> horse around in the holes. Nothing short of rocking the mags
> loose in the holes would free them enough to adjust the
> timing, so the result was always a huge overshoot and loss of
> the precious "green light" LED signal that the timing was
> right-on. Never have conventional mags behaved this way for me.
>
> It helped to discover that the mags each needed to rotate the
> same way the prop did to recapture the timing mark. I would
> secure the mag, rock the prop till the green light came on,
> then look at where the timing mark was, figure out which way
> the mag needed to be repositioned, and try again. Most
> frustrating of all was the dozens of times the green light
> would be on while the mag was in the clamps finiger-tight,
> only to see the light go out as the hardware was tightened
> down. I struggled with this task for over two hours, and in
> retrospect I think I should have taken a file to the aluminum
> P-mag body to create a little slack in the fit. I hated the
> thought of defiling (sorry!) the nice red anodized finish,
> even where it would never show. As I wrote to Brad Dement
> today, a "wrench" cut from hardwood, large enough to grab the
> flats on the body of the P-mag (3 inches wide?) would have
> helped leverage the mags into final alignment, if there was
> enough room to get a grip on t hem between all the FWF
> obstacles, which is questionable. I strongly advised him to
> machine the next production run a few thousandths narrower
> and avoid all this frustration, but at least you, my friends,
> are hereby warned.
>
> Tonight, raining though it was outside, was time to try 'em
> out. I put all the tools away and cleaned up the shop area
> around the prop arc. Reviewed instructions on handling the
> ignitions; I'm looking at all new switches here, new layout,
> no labels yet, no turn-key-to-start. Master... boost...
> prime... mixture...throttle set... R and L ignitionswitches
> full-up to BATT position, push the start toggle up, and - she
> catches on the first blade and purrs like a kitten. WOW!
> Turbine smooth. Tach is reading correctly, no need to adjust
> the tach pulse switches to get the correct reading; that's a
> relief. The GRT EIS seems happy; all readings are nominal.
> Run-up and mag check: butter-smooth to 1700 rpm, equal drop
> on both sides, both switches briefly off and she dies right
> away; switches up again and she recovers. Switches halfway
> down to the on (self-powered) position and she runs like
> nothing's amiss: the P-mag internal dynamo function is taking
> over for the "loss" of ship'
> s power. Yesssss! Feeding throttle in, there's nary a
> stumble or hesitation. Pull back to idle, incredibly smooth.
> Even running on one ignition at a time, the engine sounds
> different, stronger somehow, more confident. Yessir, I will
> have no hesitation about the upcoming test flights; she
> sounds really good, the best she's ever felt. I remember the
> same sensation after the dynamic balancing was done, but this
> takes "smooth" to yet another level.
>
> Last night I admit I was fantasizing about shoving Brad's
> pointy little head (I bet in reality he's a big, brawny
> Texan) into a mag hole and tightening it down ("Tell me when
> you get a green light, Brad!"). Tonight I think I want to
> give him a hug :-x These things are right!
>
> More to come later, of course, when I double-check the green
> timing light things, apply Loc-tite to the mag stud bolts,
> re-cowl, and generally get ready for flight tests in earnest.
> I was going to collect some pre-P-mag numbers on Friday, for
> a comparison benchmark (I have no new, hard data since a prop
> re-pitch this spring) but Friday's test flight was cut short
> when the carb heat Bowden cable came out an extra 6 inches in
> my hand in flight; shucks, it's not supposed to do that, is
> it? Better land and check it out. While the cowl is off,
> might as well start the P-mag install... so it happened that
> I have no recent Slick Mag data to compare against for top
> speed. I do know my 75% cruise fuel burn for may years has
> been 7.8 gph with aggressive leaning, so I can compare fuel
> economy with some certainty.
>
> Stay tuned. More to come.
>
> /Stormy out.
>
>
> Photoshare, and much much more:
>
>
>
>
>
>
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