Introduction

This Pilot’s Operating Handbook contains the information necessary for the safe and efficient operation of the RV-10 aircraft N720AK.

This handbook is divided into sections for quick reference:

1. General - Aircraft specifications and descriptive data
2. Limitations - Operating limitations, placards, and markings
3. Engine Information - Engine specifications and operating parameters
4. Emergency Procedures - Procedures for handling emergencies
5. Abnormal Procedures - Procedures for abnormal situations
6. Normal Procedures - Normal operating procedures and checklists
7. Performance - Performance charts and data
8. Weight and Balance - Weight and balance data and calculations
9. System Descriptions - Description of aircraft systems
10. Handling, Servicing, and Maintenance - Ground handling, servicing, and maintenance information

General

Introduction

The RV-10 is a four-place, single-engine aircraft powered by a Lycoming YIO-540-D4A5 six-cylinder reciprocating engine turning a Whirlwind constant-speed propeller. The aircraft is primarily constructed of alclad aluminum using flush rivets to the maximum extent possible.

Exterior Dimensions

Interior Dimensions

General Specifications

Performance Specifications

Engine

Propeller

Fuel

Oil

Maximum Weights

Baggage Space

Specific Loadings

Symbols, Abbreviations and Terminology

Airspeed Terminology

Engine Terminology

Navigation and Avionics

Electrical

Weight and Balance

General

Operating Limitations

General

This section provides the operating limitations, instrument markings, color coding and basic placards necessary for the safe operation of the airplane and its systems.

Airspeed Limitations

Note: Stall speeds are at 2,250 lb, not maximum gross weight (2,700 lb). Stall speeds increase with weight — at max gross, add approximately 10%.

Power Plant Limitations

Power Plant EFIS Markings

Tachometer

Oil Temperature

Oil Pressure

Cylinder Head Temperature

Weight Limits

Center of Gravity Limits

Note: Datum is located forward of the wing leading edge.

Flight Maneuvering Load Factors

Flight Maneuver Limitations

Slips in clean configuration are prohibited. The RV-10 rudder can aerodynamically stall during slips with flaps up, resulting in a sudden and uncommanded snap roll. Slips are permitted with flaps extended, which reduces the angle of attack required for a given airspeed and prevents rudder stall.

Types of Operations

The airplane is approved for the following operations when equipped in accordance with FAR 91:

• Day VFR
• Night VFR
• Day IFR
• Night IFR
• Non-Icing

Fuel Limitations

Mogas Limitations (EFII System32)

When using premium unleaded mogas (91 octane minimum):

• Altitude limit: Stay below 8,000 ft density altitude (higher vapor pressure than avgas)
• Temperature limit: Do not use mogas in OAT above 100°F
• High terrain: Use 100LL when flying over high terrain with limited landing options
• Mogas reaches its vapor point more easily than avgas at altitude and in heat

Placards

Additional Engine Information

General

Refer to your engine manufacturer’s Operator’s Manual for detailed performance charts and operating information.

Key Engine Data

Emergency Procedures

These procedures are derived from the efis-editor checklist file. Update the source JSON and regenerate to modify.

Engine Failures

Engine Failure During Takeoff Run

• Throttle … IDLE
• Brakes … APPLY
• Wing Flaps … RETRACT
• Mixture … IDLE CUT-OFF
• Ignition Switch … OFF
• Master Switch … OFF

Engine Failure Immediately After Takeoff

• ECU Select … SWITCH TO OTHER ECU if one ECU failed, switching may restore engine immediately
• Airspeed … 75 KIAS (FLAPS UP) 70 KIAS (flaps DOWN)
• Landing Area … WITHIN 30º
• Fuel Selector Valve … OFF
• Mixture … IDLE CUT-OFF
• Ignition Switch … OFF
• Wing Flaps … AS REQUIRED 40º recommended
• Master Switch … OFF

Engine Failure During Flight

• ECU Select … SWITCH TO OTHER ECU if one ECU failed, switching may restore engine immediately
• Airspeed … 76 KIAS
• Landing Area … LOCATE
• Fuel Selector Valve … BOTH
• Ignition Switch … **BOTH ** or START if propeller is stopped
• Forced Landing … EXECUTE as described in Emergency Landing Without Engine Power

Forced Landings

Emergency Landing Without Engine Power

• SQUAWK … 7700
• Airspeed … 75 KIAS (FLAPS UP) 70 KIAS (flaps DOWN)
• Fuel Selector Valve … OFF
• Mixture … IDLE CUT-OFF
• Ignition Switch … OFF
• Wing Flaps … AS REQUIRED (40º RECOMMENDED)
• Master Switch … OFF
• Radio Call … MAYDAY 121.5 time permitting
• Doors … UNLATCH PRIOR TO TOUCHDOWN
• Touchdown … SLIGHTLY TAIL LOW
• Brakes … **APPLY HEAVILY **

Precautionary Landing With Engine Power

• Airspeed … 70 KIAS
• Wing Flaps … 20º
• Selected Field … FLY OVER
• Terrain And Obstructions … NOTE
• Wing Flaps … RETRACT at safe altitude and airspeed
• Electrical Switches … OFF
• Wing Flaps (On Final) … 40º
• Airspeed … 70 KIAS
• Avionics Power and Master Switches … OFF
• Doors … UNLATCH PRIOR TO TOUCHDOWN
• Touchdown … SLIGHTLY TAIL LOW
• Ignition Switch … OFF
• Brakes … APPLY HEAVILY

Ditching

• Transmit Mayday … 121.5 MHZ, GIVING LOCATION
• SQUAWK … 7700
• Heavy Objects … SECURE OR JETTISON
• Flaps … 20º - 40º
• Power … SET ESTABLISH 300 FT/MIN DESCENT at 60 KIAS High Winds, Heavy Seas – INTO THE WIND. Light Winds, Heavy Swells – PARALLEL TO SWELLS If no power is available, approach at 70 KIAS with flaps up or at 65 KIAS with 10º flaps.
• Cabin Doors … UNLATCH
• Touchdown … LEVEL ATTITUDE AT ESTABLISHED DESCENT
• Face … CUSHION AT TOUCHDOWN WITH FOLDED COAT
• Airplane … EVACUATE
• Life Vests and Raft … INFLATE

Landing With A Flat Main Tire

• Approach … NORMAL
• Wing Flaps … FULL DOWN
• Touchdown … GOOD TIRE FIRST hold airplane off flat tire as long as possible with aileron control

Landing Without Elevator Control

• Airspeed … 80 KIAS
• Elevator Trim … LEVEL FLIGHT
• Elevator Trim … DO NOT CHANGE
• Glide Angle … CONTROL by adjusting power exclusively
• Elevator Trim … FULL NOSE UP
• Power … ADJUST so airplane will rotate to horizontal attitude for touchdown
• Throttle … CLOSE at touchdown

Fires

Engine Fire During Start On Ground

• Throttle … FULL OPEN
• Fuel Pump Breakers … PULL BOTH cuts fuel, ignition continues — engine sucks fire in, runs on residual fuel, then dies
• Key Switch … OFF
• Fuel Selector Valve … OFF
• Evacuate / Extinguisher … AS REQUIRED
• Throttle … FULL OPEN
• Starter … CONTINUE CRANKING attempt to clear fuel from intake
• Fuel Pump Breakers … PULL BOTH
• Key Switch … OFF
• Emergency Power Switch … OFF
• Fuel Selector Valve … OFF
• Fire Extinguisher … AS REQUIRED
• Evacuate … IMMEDIATELY

Engine Fire In Flight

• Fuel Selector Valve … OFF
• Key Switch … OFF stops fuel flow
• Emergency Power Switch … OFF
• Cabin Heat/Air … OFF close firewall vents
• Airspeed … INCREASE slip or dive to blow out fire
• Forced Landing … EXECUTE IMMEDIATELY
• Sideslip … INTO FIRE SIDE keep flames away from cabin
• Land … IMMEDIATELY do not delay

Electrical Fire / Smoke In Cockpit

• Key Switch … OFF kills most electrical load
• All Switches … OFF
• Emergency Power Switch … OFF
• Vents/Cabin Air … OPEN clear smoke
• Fire Extinguisher … AS REQUIRED if visible fire
• Land … AS SOON AS PRACTICABLE
• Emergency Power Switch … ON restores engine power only
• Monitor … FOR RECURRENCE
• Key Switch … LEAVE OFF non-essential systems stay dead
• Individual Breakers … CHECK FOR POPPED
• Popped Breakers … DO NOT RESET If smoke returns, re-isolate immediately

Cabin Fire

• Master Switch … OFF
• Vents/Cabin Air/Heat … CLOSED
• Fire Extinguisher … ACTIVATE After discharging an extinguisher within a closed cabin, ventilate the cabin
• Land … AS SOON AS POSSIBLE
• Airplane … INSPECT FOR DAMAGE

Wing Fire

• Navigation Light Switch … OFF
• Strobe Light Switch … OFF
• Pitot Heat Switch … OFF Perform a sideslip to keep the flames away from the fuel tank and cabin, and land as soon as possible using flaps only as required for final approach and touchdown.

Icing

Inadvertent Icing Encounter

• Pitot Heat Switch … ON
• Icing Conditions … EXIT Turn back or change altitude to obtain an outside air temperature that is less conducive to icing
• Cabin Heat … ON
• Defroster Control … MAX AIRFLOW
• Engine Speed … INCREASE to minimize build up on propeller blades
• Land … NEAREST AIRPORT With an extremely rapid ice build-up, select a suitable “ off airport“ landing site With an ice accumulation of 1/4 inch or more on the wing leading edges, be prepared for significantly higher stall speed
• Wing Flaps … LEAVE RETRACTED
• Windshield Ice … REMOVE Open left window and if practical scrape ice from a portion of the windshield for visibility in the landing approach
• Forward Slip … PERFORM if necessary during landing approach, for improved visibility
• Approach … 80 TO 90 KIAS depending upon the amount of ice accumulation
• Land … AT LEVEL ATTITUDE

Static Source Blockage

• Alternate Static Source Valve … PULL ON
• Airspeed … REFERENCE Consult appropriate table in Section 5
• Cruise … 50 FT HIGHER THAN NORMAL
• Approach … 30 FT HIGHER THAN NORMAL

Electrical / Oil Malfunctions

Ammeter Shows Excessive Rate Of Charge

• Alternator … OFF
• Non-Essential Electrical Equipment … OFF
• Flight … TERMINATE as soon as practical

Ammeter Shows Discharge

• Avionics Power Switch … OFF
• Master Switch … ALT OFF (LEFT)
• Check ALT Breakers … RESET ONCE
• Master Switch … ALT ON attempt only one reset
• Master Switch … ALT OFF
• Avionics Power Switch … ON
• Electrical Equipment … MINIMIZE
• Flight … TERMINATE as soon as practical

Low-Voltage Light Illuminates During Flight

Illumination of the low-voltage light may occur during low RPM conditions with an electrical load on the system such as during a low RPM taxi. Under these conditions, the light will go out at higher RPM. The master switch need not be recycled since an over-voltage condition has not occurred to deactivate the alternator system.

• Avionics Power Switch … OFF
• Master Switch … OFF (BOTH SIDES)
• Master Switch … ON
• Low-Voltage Light … CHECK OFF
• Avionics Power Switch … ON
• Alternator … OFF
• Non-Essential Radio and Electrical Equipment … OFF
• Flight … TERMINATE as soon as practical

High Oil Temperature

• Mixture … ENRICH
• If Climbing … STOP CLIMB
• RPM … DECREASE
• Airspeed … INCREASE

Runaway Trim

• Airspeed … REDUCE unload trim forces
• Avionics Master … OFF kills power to SV-AP-PANEL, stops all trim servo commands
• Trim … MANUALLY OVERRIDE with stick pressure
• Land … AS SOON AS PRACTICABLE There is no dedicated trim circuit breaker. The avionics master is the only kill switch for the trim servos.

Emergency Operation In Clouds

Executing A 180º Turn In Clouds

• Compass Heading … NOTE
• Time … NOTE
• Standard Rate Turn … INITIATE maintain for 60 seconds
• Level Flight … MAINTAIN
• Turn Accuracy … CHECK compass heading should be the reciprocal of the original heading
• Heading … ADJUST AS NECESSARY Using rudder
• Altitude and Airspeed … MAINTAIN

Emergency Descent Through Clouds

• Heading … EAST OR WEST to minimize compass card swings due to changing bank angles In addition, keep hands off the control wheel and steer a straight course with rudder control by monitoring the turn coordinator. Occasionally check the compass heading and make minor corrections to hold an approximate course.
• Mixture … FULL RICH
• Power … REDUCE for 500 to 800 FPM descent
• Elevator and Rudder Trim … ADJUST for stabilized descent at 80 KIAS
• Turn Coordinator … MONITOR Make corrections by rudder alone
• Normal Cruising Flight … RESUME

Recovery From A Spiral Dive

• Throttle … CLOSE
• Turn … STOP by using coordinated aileron and rudder control
• Elevator … APPLY BACK PRESSURE cautiously to slowly reduce the indicated airspeed to 80 KIAS
• Elevator Trim … ADJUST to maintain an 86 KIAS glide Keep hands off the control wheel, using rudder control to hold straight heading. Use rudder trim to relieve unbalanced rudder force, if present.
• Engine … CLEAR OCCASIONALLY
• Normal Cruising Flight … RESUME
• Throttle … IDLE
• Ailerons … NEUTRAL
• Rudder … FULL OPPOSITE DIRECTION OF ROTATION
• Elevator Control … FORWARD Briskly to break stall
• Control Inputs … HOLD Until Rotation Stops
• Normal Flight … RESUME

Abnormal Procedures

These procedures are derived from the efis-editor checklist file.

Takeoff And Climb

Short Field Takeoff

• Flaps … 16º
• Brakes … APPLY
• Power … FULL THROTTLE AND 2700 RPM
• Brakes … RELEASE
• Elevator Control … SLIGHTLY TAIL LOW
• Climb Speed … 59 KIAS until all obstacles are cleared
• Flaps … RETRACT slowly after reaching 70 KIAS

Maximum Performance Climb

• Airspeed … 78 KIAS TO 72 KIAS
• Power … FULL THROTTLE AND 2600 RPM
• Fuel Selector Valve … MORE FULL

Landing

Short Field Landing

• Airspeed … 70-80 KIAS (FLAPS UP)
• Flaps … 33º below 95 KIAS
• Airspeed … MAINTAIN 60 KIAS
• Trim … ADJUST
• Power … REDUCE TO IDLE as obstacle is cleared
• Touchdown … MAIN WHEELS FIRST
• Brakes … **APPLY HEAVILY **
• Flaps … RETRACT

Go Around

• Power … FULL THROTTLE AND 2700 RPM
• Flaps … RETRACT
• Trim … SET FOR TAKEOFF
• Climb Speed … 95 KIAS Pressing “Nose Up” on the autopilot during an approach initiates go-around mode.

Normal Procedures

These procedures are derived from the efis-editor checklist file. Update the source JSON and regenerate to modify.

Preflight

Preflight Inspection

• AR(R)OW … AVAILABLE IN THE AIRPLANE
• Gust lock … REMOVE
• LEFT PANEL SWITCHES … UP / NORM
• START BATT SEL … BOTH
• Key … ON
• Avionics Switches … BOTH ON
• Emergency Power … ON
• Fuel Quantity Indicators … CHECK
• Fuel Selector Valve … FULLEST TANK
• Wing Flaps … EXTEND
• Fuel Tank Vent Opening … CHECK
• Fuel Tank Sump … CHECK
• Fuel Quantity … CHECK VISUALLY
• Fuel Filler Cap … SECURE
• Wing Tie-Down … DISCONNECT
• Pitot Tube Cover … REMOVE
• Wingtip Lights … CHECK
• Aileron … CHECK
• Flap … CHECK
• Main Wheel Tire … CHECK
• Baggage Door … CHECK
• Static Source Openings … CHECK
• Tail Tie-Down … DISCONNECT
• Control Surfaces … CHECK
• Lead Weights … CHECK
• Main Wheel Tire … CHECK
• Flap … CHECK
• Aileron … CHECK
• Wingtip Lights … CHECK
• Wing Tie-Down … DISCONNECT
• Fuel Quantity … CHECK VISUALLY
• Fuel Filler Cap … SECURE
• Fuel Tank Sump … CHECK
• Fuel Tank Vent Opening … CHECK
• Propeller and Spinner … CHECK for nicks, security, and oil leaks
• Nose Wheel + Tire … CHECK
• Engine Oil Level … CHECK Do not operate with less than 8 quarts. Fill to 9 quarts for extended flight.

Before Starting Engine

• Preflight Inspection … COMPLETE
• Seats, Belts, Shoulder Harnesses … ADJUST AND LOCK
• Doors … LOCKED
• Circuit Breakers … CHECK IN
• Pump Breakers … BOTH IN
• Key … ON
• Fuel Pumps … 2 THEN 1/AUTO
• Fuel Pressure … 37 PSI / GREEN
• Brakes … TEST AND SET

Starting Engine

• Strobes … ON
• Propeller … HIGH RPM
• Pump Throttle … AS REQUIRED 1 or 2 primer squirts if cold. Look for AP on EFII controller.
• Throttle … OPEN 1/4 INCH If cold, wait 10s for primer fuel to evaporate.
• Propeller Area … CLEAR
• Ignition … PRESS release after engine starts If engine doesn’t start w/in 5 revolutions:
  • disengage starter,
  • wait ~10s for primer fuel to evaporate,
  • retry starting.
• RPM … ADJUST TO 750 reset to 750 RPM as engine warms up
• Oil Pressure … CHECK IN GREEN
• Alternator Current … VERIFY
• Avionics Switches … BOTH ON
• Radios … SET, AWOS/ATIS OBTAINED
• Altimeter … SET
• Heading Indicator … SET

Before Taxi

• Wing Flaps … RETRACT, VERIFY UP
• Lights … AS REQUIRED
• Brakes … TEST ON ROLL

Runup

• Brakes … HOLD
• Doors … CLOSED AND LOCKED
• Elevator and Rudder Trim … TAKEOFF
• Flight Controls … FREE AND CORRECT
• Flight Instruments … SET
• Propeller Control … HIGH RPM
• Throttle … 2000 RPM
• Propeller Control … 1800 RPM
• Throttle … +2“ MP let RPM stabilize
• Propeller Control … HIGH RPM
• Throttle … 1600 RPM
• Ignition … CHECK 1 OFF, Both, 2 OFF, Both expect 80-100 RPM dip per ECU switchover Verify active blue, disabled red at both verify ECU1 blue, ECU2 green
• ECU FUEL SEL … CHECK PRI, SEC, then PRI, verify active green, backup blue
• Propeller … CYCLE 2X RPM dip, then oil pressure dip
• Engine Instruments (Oil Px, Temp) … CHECK
• Throttle … IDLE

Before Takeoff

• Fuel Gauge … CHECK QUANTITY
• Radios, Flight Plan … SET
• Transponder … ALT, 1200
• Strobes … AS REQUIRED
• Nav Lights … AS REQUIRED
• Pitot Heat … AS REQUIRED
• iPad / ForeFlight … CONNECTED Dynon WiFi — AHRS, traffic, GPS
• Flaps / Trim … SET FOR TAKEOFF
• R - RPM … 2700 RPM, FULL POWER
• E - Engine gauges … GREEN
• A - Airspeed … ALIVE
• C - Centerline … TRACKING
• T - Takeoff abort point … IDENTIFIED
• Radio Call … MAKE

Normal Takeoff

• Wing Flaps … 0º / 16º
• Power … FULL THROTTLE AND 2700 RPM Advance over 5 seconds
• Elevator Control … BACK Hover nosewheel
• Wing Flaps … UP
• Climb Speed … 110 KIAS

In Flight

Normal Climb

• Airspeed … 120 KIAS
• Power … 25“ HG AND 2500 RPM
• Engine Gauges … CHECK

Cruise

• Power … 15-23“ HG AND 2200-2450 RPM
• Elevator + Aileron Trim … ADJUST
• Engine Gauges … CHECK
• Lights … AS REQUIRED

Pre-Maneuver

• Fuel Selector Valve … MORE FULL
• Lights … AS REQUIRED
• Clearing Turns … PERFORM 90º L - 90º R / 180º turn
• Maneuvering Speed … 125 AT GROSS

Descent

• Fuel Selector Valve … MORE FULL
• Power … AS DESIRED
• Lights … AS REQUIRED

Before Landing

• Power … 11“ / 2300RPM
• Fuel Selector Valve … MORE FULL
• Fuel Pumps … 1/AUTO
• Fuel Trim … 0%
• Seats, Belts, Harnesses … ADJUST AND LOCK
• Brakes … TEST

Normal Landing

• Throttle … IDLE
• Propeller … HIGH RPM
• Flaps … 16º @ 87 KIAS
• Throttle … 1800 RPM
• Airspeed … ~70 KIAS
• Trim … ADJUST
• Flaps … 33º ON BASE
• Touchdown … MAINS FIRST
• Landing Roll … HOLD NOSE WHEEL OFF
• Braking … MINIMUM REQUIRED

Postflight

After Landing

• Flaps … UP
• Elevator and Rudder Trim … TAKEOFF
• Lights … AS REQUIRED
• Pitot Heat … AS REQUIRED
• Transponder … ALT, 1200

Securing Airplane

• Throttle … IDLE
• Mixture … IDLE CUT-OFF
• Lights … OFF except strobe
• Master Switch … OFF
• Avionics Switches … BOTH OFF
• Fuel Selector Valve … RIGHT
• Gust Lock … INSTALL
• Hobbs + Tach Time … RECORD

Performance

Stall and Approach Speeds

Takeoff Performance

Climb Performance

Cruise Performance

Landing Performance

Weight and Balance

Airplane Weighing Procedure

The aircraft was weighed with the fuselage level. The aircraft was empty with the exception for oil located in the engine sump.

Empty Weight and Balance Data

The datum is located XX“ forward of the wing leading edge.

Allowable Weight and Balance Envelope

Sample Weight and Balance Calculation

CG = Total Moment / Total Weight = “ aft of datum

System Descriptions

The Airplane

The RV-10 is a four-place, single-engine, low-wing aircraft with tricycle landing gear. The airframe is primarily aluminum alloy construction with flush rivets, except for some steel components including the engine mount, landing gear legs, control surface bellcranks, and miscellaneous hardware. Wing tips, tail fairings, cowling, and wheel fairings are fiberglass.

Engine and Components

The aircraft is powered by a Lycoming IO-540 series engine, fuel injected and normally aspirated, rated at 260 HP at 2700 RPM.

Electronic Engine Management

The EFII System32 provides:

• Full Electronic Ignition: Dual redundant ignition with individual coil packs for each cylinder
• Electronic Fuel Injection: Precise fuel metering with automatic mixture optimization
• Redundant ECUs: Two independent Engine Control Units; panel switch allows manual ECU selection if needed

The System32 controller on the panel provides mixture control through the electronic fuel injection system.

Detailed reference: EFII System32 (ATA 73)

Fuel Pumps

Two electric fuel pumps (primary and backup) pressurize the fuel line to the engine. The system includes:

• Automatic Switchover: If fuel pressure drops below threshold, the System32 automatically activates the backup pump
• Manual Selection: Panel switch (PMP 2) allows manual pump selection
• Fuel Return: Excess fuel returns to the originating tank

Detailed reference: Fuel System (ATA 28)

Propeller

Detailed reference: Propeller (ATA 84)

Landing Gear

The landing gear is a fixed tricycle configuration with:

• Steerable nose wheel
• Main gear with wheel fairings

Brake System

Hydraulic disc brakes are operated by toe pedals on both pilot and copilot rudder pedals.

Detailed reference: Brakes & Wheels (ATA 61)

Flight Control System

Dual controls are fitted. Primary flight controls:

• Ailerons: Operated through push-pull tubes
• Elevator: Operated through push-pull tubes
• Rudder: Cable operated, connected to rudder pedals

Trim Systems

• Pitch Trim: Electric servo-actuated trim tab on elevator, controlled by hat switch on stick grip
• Roll Trim: Electric servo in wing, controlled by hat switch on stick grip
• Yaw Trim: None installed

Co-Pilot Trim Enable

A panel switch enables or disables trim authority from the co-pilot stick grip. This allows the pilot to disable co-pilot trim inputs when desired.

Flaps

Electric flap motor with position indicator on EFIS. Controlled by:

• Panel-mounted flap switch
• Stick grip switch (both sticks)

Flap positions range from reflex (-3°) to full (40°).

Detailed reference: Flight Controls (ATA 27)

Fuel System

Fuel is stored in two wing tanks with a selector valve on the center tunnel.

Fuel System Components

• Wing Tanks: Integral tanks in wing leading edges
• Fuel Selector: Three-position valve (LEFT / RIGHT / OFF) on center tunnel
• Fuel Pumps: Primary and backup electric pumps (see Engine section)
• Fuel Return: Returns to selected tank
• Fuel Strainer: Drain before first flight of day

Note: The fuel system does not support inverted flight.

Detailed reference: Fuel System (ATA 28)

Electrical System

Power Sources

The two charging systems are fully isolated. The primary alternator charges Battery 1 only, and the Monkworkz generator charges Battery 2 only.

A Generator Enable switch on the panel (next to the alternator field switch) controls the generator. A normally-open relay disconnects the generator from Battery 2 whenever the ignition key is off, preventing parasitic battery drain.

Bus Architecture

The electrical system uses a dual-bus architecture managed by the flyEFII System32 Bus Manager:

• Essential Bus: Powers critical engine systems (ignition, fuel injection, fuel pumps)
• Main Bus: Powers avionics and other aircraft systems via VPX Sport

Emergency Endurance Bus

If a battery fails or bus voltage drops critically, the System32 Bus Manager automatically:

1. Disconnects non-essential loads from the main bus
2. Preserves all available power for the essential bus
3. Maintains engine ignition and fuel injection

The EMERGENCY POWER switch on the panel manually activates this mode.

VPX Sport Power Distribution

The Vertical Power VPX Sport provides:

• Electronic circuit breaker protection
• Load monitoring and display on EFIS
• Automatic load shedding if needed
• No physical circuit breakers to reset

Detailed reference: Electrical Power (ATA 24)

Pitot-Static System

Pitot

The pitot tube incorporates a second orifice angled to measure differential pressure for Angle of Attack (AoA) display on the EFIS.

Static

The static system feeds:

• Dynon Skyview HDX AHRS
• Backup instruments (if installed)

Instrument Panel

Primary Flight Display

Dynon Skyview HDX provides:

• Primary Flight Display (PFD)
• Multi-Function Display (MFD)
• Engine monitoring
• Moving map with terrain
• Traffic display (ADS-B In)
• Autopilot interface

Navigation and Communication

Detailed reference: Navigation & Instruments (ATA 34) | Communications (ATA 23)

Autopilot

Dynon 3-Axis Autopilot with:

• Roll servo (aileron)
• Pitch servo (elevator)
• Yaw damper

Controlled via:

• Dynon autopilot panel
• Stick grip disconnect button

Detailed reference: Autopilot (ATA 22)

Transponder and ELT

Panel Switches

Left Panel:

• Pitot Heat
• Landing Light
• Taxi Light
• Nav Lights
• Strobe Lights

Center Panel:

• Flap switch
• Alternator field
• Generator enable
• Avionics power
• Emergency power

EFII System32 Switches:

• Ignition Select
• ECU Select
• Fuel Pump Mode
• Start Battery Select

Other:

• Master switch (keyed)
• O2 mode switch (pulse/constant)
• Co-pilot trim enable

Control Sticks

Both pilot and co-pilot have Tosten CS Military stick grips with identical button functions:

Detailed reference: Flight Controls (ATA 27) | Avionics & Wiring (ATA 42)

Oxygen System

Mountain High EDS-4iP pulse-demand oxygen system:

Operating Modes

A panel switch selects between:

• Pulse Mode: Oxygen delivered in pulses synchronized with inhalation (normal operation, conserves oxygen)
• Constant Flow: Continuous oxygen flow (for high altitude or if pulse mode is insufficient)

Detailed reference: Oxygen (ATA 35)

Heating, Ventilation and Defrosting

Cabin Heat

Heat is provided from a heat muff on the exhaust system. Controlled by push-pull knob on panel.

Ventilation

Fresh air is supplied through:

• Eyeball vents under instrument panel (pilot and copilot)
• NACA ducts on fuselage sides

Defrost

Windshield defrost air from the heating system.

Cabin Features

Seating

Four-place seating:

• Front: Pilot and copilot, side-by-side
• Rear: Two passengers

Restraints

Baggage Area

Access through rear baggage door.

Exterior Lighting

Wing Tip Lights

Each wing tip contains:

• AeroLEDs Pulsar (NSP/660): 3-in-1 LED combining position light (red/green), strobe, and rear-facing white position light
• AeroLEDs AeroSun VX: Landing and taxi light with built-in wig-wag mode

Tail Light

• AeroLEDs SunTail: LED position light (white) and strobe

Lighting Controls

Detailed reference: Lighting (ATA 33)

Handling, Servicing and Maintenance

General

The airplane should be moved using a tow bar which connects to the nose wheel. The airplane may be pushed or pulled from the inboard portions of the prop blades. Do not push on the spinner!

Ground Handling

The airplane has three tie-down rings:

• One on each wing (near outboard bellcrank access panel)
• One on the tail

The tie-down rings are removable and may be kept inside the baggage compartment.

Jacking

The airplane can be jacked from:

• Tie-down ring locations
• Main spar just outboard of fuselage (protect with padded boards)

Engine Air Filter

Brake Service

Warning: Use only MIL-PRF-83282 specification hydraulic fluid. Do not substitute automotive brake fluid.

Landing Gear Service

Wheel Bearings

Repack main wheel bearings with Aeroshell #5 grease at annual condition inspection.

Propeller Service

The propeller must be lubricated at intervals not to exceed 100 hours or 12 calendar months, whichever occurs first.

Note: If annual operation is significantly less than 100 hours, or if operated in high humidity or salty air conditions, reduce calendar interval to six months.

Oil System Service

Oil Change Procedure

1. Change oil and filter every 50 hours
2. Remove and inspect oil pressure screen
3. Clean screen in solvent, dry with compressed air
4. Replace screen crush washer

50-Hour Companion Tasks

Perform these at every oil change:

Spark plugs: Remove, clean, inspect electrodes, re-gap, rotate top↔bottom.

Oil analysis: Take sample for Blackstone Labs before draining old oil.

Anti-Splat oil separator evacuation tube: Inspect where the evacuation tube enters the exhaust pipe. Remove any carbon coking or buildup that could block crankcase blowby flow. The evacuation tube is saddle-mounted to the exhaust pipe with two stainless steel clamps — look up into the tube entry point and scrape/clean any deposits. If excessive buildup is found, shorten the inspection interval. The safety bypass (0.5 PSI pop-off valve) provides a backup path if the tube blocks, but does not eliminate the need for inspection. See Anti-Splat installation guide.

PLX O2 sensor health: Check sensor health percentage on the DM-6 gauge (requires firmware V2.0+). Replace the wideband sensor if health drops below 50%. Also check reaction time — below 150ms is excellent, above 251ms indicates a degraded sensor. 100LL avgas poisons the sensor faster than mogas; expect 300-500 hours of life on avgas. See PLX Gen4 sensor diagnostics.

Fuel System Service

Fuel Strainer

Drain fuel strainer:

• Before first flight of day
• After each refueling
• Check for water and sediment

Fuel Tank Sumps

Drain each tank sump and check for water/contamination:

• Before first flight of day
• After refueling

Generator Service

Monkworkz MZ-30

The MZ-30 requires no brushes or field winding — maintenance is minimal.

Condition inspection items:

• Inspect generator mount bolts and silicon/fiberglass gasket
• Check 12 AWG phase wires from generator to regulator for chafe, routing clear of exhaust, and no tension from engine movement
• Check regulator mounting on engine mount
• Inspect Pico-Lock connectors (input and output) for security — add maintenance loops if missing
• Verify cooling ducts (3/4“ corrugated nylon) are intact and connected to both generator and regulator
• Check regulator blink code LED (4 flashes/sec = enabled and normal)
• Verify shear coupling is intact: generator should NOT rotate freely. If it does, the shear coupling has split — contact Monkworkz for replacement.
• Keep ferrous metal shavings away from generator exterior (permanent magnets)

Operational check:

With engine running and enable switch on, Battery 2 voltage should show a charging indication. The BOSCH relay (0332019155) should be energized (audible click when enable switch is toggled with ignition on).

Do not open the regulator box — adhesive inside dampens vibration, and opening risks tearing components off the circuit board.

Fuses: Input and output fuses are internal to the regulator. If either blows, the regulator likely needs service. Fuses can be tested with an ohmmeter (should show near-zero resistance). Contact Monkworkz for replacement.

Battery Service

Both batteries may be charged and conditioned using their proprietary chargers.

Note: EarthX lithium batteries require specific charging procedures. Refer to EarthX documentation.

Lubrication Schedule

Tire Replacement

Oxygen System Service

Mountain High EDS-4iP system:

• Refill oxygen per Mountain High procedures
• Inspect cannulas and tubing
• Verify pulse delivery operation

Dynon Maintenance Log — Scheduled Items

The following items are configured in the Dynon SkyView maintenance log (SETUP MENU > SYSTEM SETUP > AIRCRAFT INFORMATION > MAINTENANCE LOG). The MAINT LOG page is accessible via MENU > MAINT LOG. Past-due items show in red at startup.

Tach-Based Items

Date-Based Items

Not in Dynon — Track Separately

Pitot Heat Check

Verify pitot heat operation before flight into potential icing conditions:

1. Turn on PITOT HEAT switch
2. Verify pitot tube warms (carefully touch)
3. Monitor current draw on VPX display

Workshop, Tools & Supplies

N720AK Build & Maintenance Reference

Overview

This page documents the tools, supplies, and workshop equipment used to build and maintain N720AK. It also collects condition inspection tips and lessons learned — access tricks, fastener notes, and reassembly gotchas that aren’t in any manual.

Specialty Aircraft Tools

Cleaveland Aircraft Tool

Industrial Services of WNY (iflyrv10.com)

Billet brackets and custom RV-10 parts:

Electronics & Sensors

PLX Devices

Mouser Electronics

Digi-Key

Hardware & General Supplies

Aircraft Spruce

Harbor Freight

Maintenance Supplies

Consumables to Keep on Hand

Wheels & Brakes

MATCO Manufacturing

Modifications & Accessories

AirWard

MotoPOD

Hardpoint kit for belly cargo pod. Correspondence with David Shelton (2015-2016). Hardpoints installed during build; pod itself was never produced for RV-10.

Gallagher Aviation

Mountain High

Savvy Aviation

Condition Inspection

Tips & Lessons Learned

Hard-won notes on access, fasteners, and reassembly — things that aren’t in any manual.

Interior Panels

• Front seat pan panels — outboard bottom screw (pilot & copilot): The outboard bottom screw on each front panel is partially blocked by the gear leg tube and the AeroSport plastic side panel. To install this screw without stripping it, pull back the plastic side panel first, then use a long screwdriver laid against the gear leg tube. Do NOT attempt to drive this screw with the plastic panel in place — you will strip the screw head.

AN/MS/NAS Fastener Cross-Reference

Van’s RV-10 plans use AN (Air Force-Navy) part numbers, but most retailers now sell under MS (Military Standard) or NAS (National Aerospace Standard) designations. The fasteners are identical — only the numbering system changed. This table maps between systems.

How to Read AN Part Numbers

Bolts (AN3-AN20): AN4-7A = AN standard, 4 = 4/16“ (1/4“) diameter, 7 = 7/8“ grip length (in 1/8“ increments), A = no drilled shank (cotter pin hole Absent). Without the “A” suffix, the shank is drilled for a cotter pin. For longer bolts: -12 = 1-1/4“ (first digit = whole inches, second = 1/8“ increments, so 1“ + 2/8“).

Hex head bolts (AN3-AN20) use the bolt number to encode diameter:

Rivets (AN426, AN470): AN426AD4-5 = AN standard, 426 = 100-degree countersunk head, AD = 2117-T4 aluminum alloy, 4 = 4/32“ (1/8“) diameter, 5 = 5/16“ length (in 1/16“ increments).

Screws (AN507, AN509, AN515, AN525, AN526): AN509-10R8 = AN standard, 509 = 100-degree flush structural, 10 = 10-32 thread, R = Phillips recess, 8 = 8/16“ (1/2“) total length.

Nuts: AN365-1032A = AN standard, 365 = elastic stop nut, 1032 = 10-32 thread, A = cadmium-plated steel. Suffix “C” = stainless steel.

Screws

Aircraft Spruce lists AN509 screws under MS24694, AN507 under MS24693, and AN515/AN526 under MS35206. AN525 washer head screws are still sold under the AN525 designation.

Solid Rivets

Aircraft Spruce lists these under the MS20426 / MS20470 numbers but cross-references the AN numbers on each product page.

Rivet sizing examples:

Bolts

AN3-AN20 bolt part numbers remain identical under the NASM designation. Aircraft Spruce and other retailers sell them under both AN and NASM numbers interchangeably. AN4-7A = NASM4-7A = 1/4“ bolt, 7/8“ grip, no cotter pin hole.

NAS6603-NAS6610 are NOT direct substitutes for AN bolts — they are close-tolerance bolts for shear applications with different specifications (160 KSI vs ~125 KSI for AN bolts).

Nuts

Aircraft Spruce sells AN365 nuts under the MS21044 number (e.g., MS21044N3 = AN365-1032A). The AN310 castle nut is sold as NASM310 with identical part numbering.

Washers

MS20002 / NAS1439 washers are for internal-wrenching (socket head) bolts only — they are NOT equivalents for AN960 or AN970.

Blind Rivets

Blind rivet dash numbers: First number = diameter in 32nds (4 = 1/8“), second number = max grip in 16ths (3 = 3/16“, 4 = 1/4“, 5 = 5/16“).

CherryMAX (CR32xx) rivets are a significant upgrade over CS4-4 and LP4-3: they have a locked spindle that creates a bulbed blind-side head similar to a solid rivet, providing higher shear and tension strength. Many builders substitute them throughout the build.

Nutplates (Anchor Nuts)

Nutplates are riveted to structure with AN426AD3 rivets (typically -3.5 length). The K1000 series is by far the most common in RV-10 construction.

Cotter Pins & Clevis Pins

Aircraft Spruce lists cotter pins under MS24665. Example: AN380-4-5 = MS24665-355 (1/8“ dia, 1-1/4“ long).

Quick-Reference Summary

For the most common RV-10 fasteners, here is what to search for at Aircraft Spruce:

Sources

• Aircraft Spruce MS24694 (AN509)
• Aircraft Spruce MS24693 (AN507)
• Aircraft Spruce MS35206 (AN515)
• Aircraft Spruce AN525
• Aircraft Spruce AN426 Solid Rivets
• Aircraft Spruce AN365 Elastic Stop Nuts
• Aircraft Spruce AN310 Castle Nuts
• Aircraft Spruce AN960 Flat Washers
• Aircraft Spruce AN970 Large Washers
• Aircraft Spruce K1000 Nutplates
• Aircraft Spruce Cherry Rivets
• Aircraft Spruce MS24665 Cotter Pins
• Aircraft Spruce CherryMAX CR3213
• Monroe Aerospace AN960/NAS1149 Cross-Reference Chart
• Skybolt AN-MS-NAS Hardware Reference (PDF)
• Pegasus Auto Racing AN Bolt Identification
• FAA AC 43.13-1B Chapter 7 - Bolts
• Spencer Aircraft Fastener Cross-References

Hangar Facility — KBDU

Flooring

Swisstrax Ribtrax Pro interlocking tiles, Slate Grey. Wall-to-wall coverage of KBDU hangar. Custom L-shaped layout: ~41’ x 15’6“ main area with 18’6“ x 7’6“ extension.

Ordered 2026-01-26 from Swisstrax (Order #60309, rep Jacob Crawford). Total $4,337.01. Invoice filed at Private/Invoices/swisstrax-hangar-flooring-order-60309-2026-01-26.pdf.

References

All order confirmations and invoices archived to Google Drive Private/Invoices/ organized by vendor.

Autopilot

ATA Chapter 22 — N720AK Systems Reference

Overview

N720AK uses the Dynon 3-axis autopilot integrated with the Skyview HDX EFIS. The system provides roll (aileron), pitch (elevator), and yaw damper servo control. The autopilot is controlled via the Dynon autopilot panel on the instrument panel and can be disconnected instantly via the red button on the Tosten CS Military stick grip.

Components

How It Works

Control Wheel Steering (CWS)

The Dynon autopilot supports Control Wheel Steering mode. Press and hold the autopilot disconnect button on the stick grip to temporarily override the autopilot, manually fly the aircraft to a new attitude/heading, then release the button. The autopilot will hold the new state. This allows quick course corrections without fully disconnecting and re-engaging the autopilot.

Disconnect Logic

The autopilot disconnects when:

• The red disconnect button on either stick grip is pressed
• Manual force is applied to the controls (servo clutch slip)

Servo Installation

Inspection & Maintenance

References

• Dynon SkyView Autopilot In-Flight Tuning Guide (Rev F)
• Dynon SkyView System Installation Guide (Rev AV)
• Dynon AP Roll Servo for RV-10 Right Wing (Doc 101046-003, Rev H) — Kit P/Ns: 100870-001 Right Roll Bracket, 100872-001 Right Support Bracket, 100966-008 Aluminum Pushrod 3.0“, 100836-000 Large Male Rod End. Hardware: AN3H-3A, AN3H-10A, AN3H-17A, AN970-3, AN365-1032A.
• Dynon AP Pitch Servo for RV-10 Linear Actuator (Doc 101046-007, Rev E) — Kit P/Ns: 100973-002, 100836-000, 100982-001.
• Dynon AP Yaw Tiller Arm/Bow Kit for RV-10/14 (Doc 102710-000, Rev A) — Kit P/Ns: 102701-000, 102702-000, 100904-001, 100905-000, 101877-000.

Communications

ATA Chapter 23 — N720AK Systems Reference

Overview

N720AK’s communications stack includes the Garmin GMA 245 audio panel, Dynon Com Panel, and intercom system. The audio panel provides Bluetooth connectivity for phone calls and music.

Components

How It Works

Antennas

COM Antennas

The CI-121 is a straight vertical whip (standard Cessna-style). The CI-122 is a bent configuration designed for underside mounting.

All antenna coax is RG-400. See wing root connectors for the right wing COM antenna coax routing through the wing root CPC.

NAV Antenna

• Bob Archer — single nav antenna for GTN 650

Transponder & ADS-B Antennas

See also Navigation & Instruments.

Both are non-TSO monopole antennas fed by 50 Ω RG-400 coax, with omnidirectional vertically-polarized radiation patterns.

GPS Antennas

Dynon SV-GPS-250/A

Garmin GA 35

• Installation Instructions (Rev F)

ELT Antenna

Antenna Summary

Wiring

Inspection & Maintenance

References

• Garmin GMA 245 Pilot’s Guide
• Garmin GTN 650 Pilot’s Guide
• Artex ELT 345 Manual
• Comant CI-121 Datasheet
• Comant CI-122 Datasheet
• Dynon SV-COM-425 Customer Drawing
• Bob Archer — Antennas for Aircraft
• Bob Archer Antenna Installation Instructions
• Garmin GA 35 Installation Instructions (Rev F)
• Garmin GA 35 Product Page
• Dynon SV-GPS-250/A Product Page
• Dynon SkyView System Installation Guide
• ACR Artex 110-773 Whip Antenna
• Artex ELT 345 Manual

Electrical Power

ATA Chapter 24 — N720AK Systems Reference

Overview

N720AK’s electrical system uses a dual-bus architecture managed by the flyEFII System32 Bus Manager. Power distribution and electronic circuit breaker protection are provided by the Vertical Power VPX Sport. Two EarthX ETX900 lithium batteries provide redundant power with fully isolated charging systems: a 60-amp primary alternator charges Battery 1, and a Monkworkz MZ-30 generator charges Battery 2.

Components

How It Works

Bus Architecture

• Essential Bus: Powers critical engine systems — ignition, fuel injection, fuel pumps. Managed by System32 Bus Manager.
• Main Bus: Powers avionics and other aircraft systems via VPX Sport electronic breakers.

Emergency Endurance Bus

If a battery fails or bus voltage drops critically, the System32 Bus Manager automatically:

1. Disconnects non-essential loads from the main bus
2. Preserves all available power for the essential bus
3. Maintains engine ignition and fuel injection

The EMERGENCY POWER switch on the panel manually activates this mode.

Endurance bus radio behavior: The GTN 650 is COM1. If power goes out on the GMA 245, it hard-connects COM1 from the GTN 650 directly to the headphones. This ensures radio communication is maintained even if the audio panel loses power on the endurance bus.

VPX Sport

The VPX Sport provides:

• Electronic circuit breaker protection (no physical breakers to reset)
• Load monitoring and display on EFIS
• Automatic load shedding if needed
• Programmable power channels

Fuses (Non-VPX)

Discrete fuses outside the VPX electronic breaker system, located above the essential bus bar behind the pilot PFD:

Monkworkz MZ-30 Generator

Installed 2026-03-09. The MZ-30 is a permanent-magnet generator driven off the engine’s vacuum pump pad, providing independent charging for Battery 2. Manual version 4, dated 2024-10-22.

Specifications

Voltage selection: Ships configured for 14.6 VDC. For lithium batteries (EarthX), the lower 14.2 VDC setting is recommended per Monkworkz Feb 2026 guidance. To select 14.2V, disconnect pin 1 (VSEL) on the input side Pico-Lock connector. Voltage is set at startup and cannot be changed while running.

Architecture

The two battery charging systems are fully isolated:

The bus manager’s internal screw that previously allowed the primary alternator to cross-charge Battery 2 has been removed. Each battery has a dedicated charging source.

Generator → Battery 2 Wiring

The generator output connects to the Battery 2 stud inside the bus manager (Drawing 5A, bus manager installation guide page 13). A BOSCH 0332019155 normally-open relay (30A, 12V, internal diode) sits between the generator output and Battery 2 to prevent parasitic draw when the engine is off.

Relay coil power: Essential bus + generator enable switch. This design means:

• Turning off the ignition key de-energizes the essential bus, opening the relay and disconnecting the generator from Battery 2 — regardless of enable switch position
• The enable switch provides pilot control to disable the generator in flight
• The generator cannot turn itself on (unlike the Monkworkz reference diagram which powers the relay from the generator output)

Note: The manual recommends connecting to the switched side of the master contactor to avoid parasitic draw from the regulator’s ~30mA diagnostic blink code circuit. The BOSCH relay achieves the same purpose.

MZ Regulator Connections

The MZ regulator is mounted on the engine mount with the following connections:

Generator side (3-phase, #6 screw terminals, 12 AWG):

• Terminal 7 (~1), Terminal 8 (~2), Terminal 9 (~3) → MZ Generator (phases can be connected in any order)

Input Molex Pico-Lock (pre-wired, 22-24 AWG):

• Pin 1: Voltage_Select (connected = 14.6V, disconnected = 14.2V)
• Pin 5: GEN_Thermistor → Generator thermistor (required — system will not produce output without it)
• Pin 6: GND

Output Molex Pico-Lock (22-24 AWG):

• Pin 1: Enable → Pilot enable switch (pin 1 to switch center, pin 6 to switch N.O.)
• Pin 2: Output_Active — pulls to ground when regulator is active and maintaining ≥14V (works with Dynon/Garmin EFIS contact inputs). Orange/brown wire, currently coiled up and unused near the Monkworkz enable switch.
• Pin 3: +i_Shunt (internal fuse used as shunt, 1.1 mΩ nominal)
• Pin 4: −i_Shunt
• Pin 5: Proportional_Current → Dynon EMS pin 31 (0–~2.7V = 0–30A, brown/blue wire)
• Pin 6: GND

Power output (#6 screw terminals, 10 AWG Tefzel):

• Terminal 17: Output_Power_Positive → BOSCH relay → Battery 2 stud (bus manager)
• Terminal 18: Output_Power_Ground (to clean metal airframe ground, no paint/corrosion)

Caution: The Pico-Lock connectors are delicate — add ~0.5“ maintenance loops in the connector wires, secured to nearby 12/10 AWG wires with a small pre-load toward the connector to prevent unseating.

Cooling

Both generator and regulator require cooling via 3/4“ holes in the engine baffling with corrugated nylon tubing routed from the baffling. The duct material is a force fit into the generator, regulator, and baffling holes. RTV can improve the seal.

Generator Enable Switch

Panel-mounted next to the primary alternator field switch. Controls the relay coil circuit (essential bus → enable switch → relay coil → ground).

The enable switch wiring connects pin 1 (Enable) to the switch center post and pin 6 (GND) to the switch’s normally-open terminal, grounded at the regulator end (not at the panel — grounding at the panel can cause ground loops and erratic behavior per manual section 2.1).

Startup Behavior

After engine start, when RPM exceeds ~1200, the MZ-30 performs an internal self-test (2–4 seconds). If all checks pass, it begins providing output voltage. The enable switch can be set ON as part of the pre-start checklist or activated at idle.

Protection Features

• Overvoltage Protection (OVP): Shuts down output in <1 second if overvoltage detected. If OVP triggers 3 times in one flight, system shuts down for the remainder of that flight. If this occurs across 3 separate flights (9 total OVP events), the regulator requires service/replacement from Monkworkz.
• Thermal protection: Two-stage — first reduces to half current limit, then full shutdown if temperature continues rising. Recovers automatically when temperature drops below recovery threshold.
• Current limiting: Electronic current limiting at 30A. Output fuse is internally replaceable by a repair shop only.
• Shear coupling: Located between input spline and motor shaft. Breaks if vacuum drive torque is exceeded — contact Monkworkz for replacement if generator rotates freely.

Regulator Blink Codes

The regulator has a diagnostic LED on the output side:

The Output Active pin (pin 2) also provides status: it “flashes” on an 8-second cycle (4s ground, 4s open) if the generator is overheating, providing an in-cockpit indication.

Dynon EMS Monitoring

The MZ-30’s proportional current output (pin 5, 0–~2.7V = 0–30A) is wired to Dynon EMS pin 31 (previously CO Guardian). This replaces the CO detector wiring.

References

• Monkworkz MZ-30 product page
• MZ-30 Installation and Operation Manual V4 (2024-10-22)
• VAF: Monkworkz Wiring for Amps Readout
• Bus Manager Installation Guide, Drawing 5A (page 13)

Wiring

KiCad migration: All connector pinouts and wiring data below should eventually be ported to proper KiCad schematics. The text tables here are transcribed from build notes and serve as the interim reference.

Wiring Stations (Station-by-Station Topology)

Complete wiring map of the aircraft, from tail to firewall.

Rear Tailcone

• ELT
• SunTail (rear position/strobe)
• Elevator trim servo

Tailcone / Baggage Area Junction (RIGHT)

• Elevator autopilot servo
• ADSB
• Net hub
• Battery 1 positive (large gauge)
• Battery 2 positive (large gauge)
• Main battery negative (large gauge)

Tailcone / Baggage Area Junction (LEFT)

• Alt static line from panel
• EFIS hub connection
• Starter solenoid 1 drive
• Starter solenoid 2 drive
• Starter annunciator wire
• Emergency air override (yellow and red lines)
• O₂ supply and pressure lines (blue and red)
• Oxygen wiring harness
• Pitot air hose (blue)
• AoA hose (green)

Passenger Area (LEFT)

• O₂ lines (blue and red)
• Left passenger O₂ harness
• Left door ajar sensor
• Power wire for left door ajar servos

Passenger Area (RIGHT)

• O₂ lines (blue and red)
• Right passenger O₂ harness
• Right door ajar sensor
• Power wire for right door ajar servos

Left → Center Tunnel

• Flap position sensor harness
• Flap motor wires

Wing Connection Area (LEFT)

• Pitot heat power and ground (14 AWG)
• Heated pitot status wire
• Fuel level sensor left
• AoA air hose (green)
• Pitot air hose (blue)
• 2× shielded 3-wire bundles for left lights
• Green sync wire for left lights
• 5-wire trim bundle for left roll trim

Wing Connection Area (RIGHT)

• AP splice for red, black, yellow — 3-way (rear, connector, front)
• AP bundle extension from connector
• 2× shielded 3-wire bundles for right lights
• Green sync wire for right lights
• Right wing COM antenna coax from panel (inline connector)
• Right wing NAV antenna coax from panel (inline connector)

Gear Support Mount (LEFT) — Under-Seat Terminal Blocks

• EMS ground for trim servo sensors
• Pitch trim motor power and ground
• Roll trim motor power and ground
• Roll trim position sensor
• Pitch trim position sensor
• Trim bundle from left wing
• 5V (red/white) EMS power for trim servo sensors

Gear Support Mount (RIGHT) — Under-Seat Terminal Blocks

• Green sync wire for lights
• Wig-wag power
• Nav power
• Strobe power
• Taxi power
• Landing power
• Tail light bundle from rear
• 16 AWG ground wire for lights
• AP servo black, red, yellow spliced together
• 2× 3-wire light bundles + green sync crossing to left wing root
• 2× 3-wire light bundles + green sync from right wing root

Forward Center Tunnel

• 2× red power wires for fuel pumps
• Ground wire for fuel pumps (1 wire spliced to 2)

Control Sticks (LEFT and RIGHT)

• Main bundle from SteinAir panel harness
• COM flip sensor wire

Pilot Knee Side (LEFT)

• O₂ pilot wiring harness
• O₂ lines (blue and red)

Copilot Knee Side (RIGHT)

• O₂ copilot wiring harness
• O₂ lines (blue and red)

Left Firewall Penetration — Engine Sensors

• CHT wires × 6
• EGT wires × 6
• Fuel pressure ground and data
• Oil pressure ground and data
• Oil temp ground and data
• Spliced 5V wire (red/white) for fuel pressure, oil pressure, oil temp sensors

Right Firewall Penetration — EFII / Power

• 60A fuse → bus manager
• Ammeter shunt wires
• Spark plug wires for EFII
• Ignition coil wires (71 and 88)
• Pressure sensor wires
• All remaining EFII outputs

Terminal Blocks Under Seats

Two terminal blocks located under the front seats distribute wiring between the wing roots, center tunnel, and panel.

Left Terminal Block

Right Terminal Block

Wing Root Connectors (CPC)

CPC barrel connectors (series 1, 17–18 pin) at each wing root carry all wing wiring.

Right Wing Root Exit

Left Wing Root Exit

Autopilot Servo Wiring (Wing)

Wire color mapping between the wing harness and the Dynon roll/pitch servo connector.

Dynon EMS-220 Connector (37-Pin)

Complete pinout for the SV-EMS-220 engine monitoring module. Updated 2026-03-04.

Through Firewall

Across Panel

Down Left (Under Panel)

Shared Power

Unused Pins

Panel Mounting Fasteners

Screw/bolt specs for every panel-mounted component. Useful reference for panel removal and reinstallation.

Connector Inventory

Summary of all connector types used in N720AK wiring (all installed).

Inspection & Maintenance

EarthX Battery & Chargers

Chargers

Charger Behavior Notes

The OptiMate chargers enter sleep/maintenance mode once the battery is fully charged, checking voltage roughly once per hour. Important: If a continuous parasitic load is present (e.g. panel powered on for configuration), the charger may not detect the drain during its sleep intervals and the battery can discharge. This caused a drain-to-zero event during initial setup. The TM-275’s TUNE mode (continuous 13.6V power supply) avoids this problem. (Per EarthX Engineering, Dillon Hinners, 2026-01-13.)

Hartzell Alternator Maintenance

Per the AL 12-E160/V installation manual: battery terminal torque 50 in-lb, safety wire .032. Annual: check bearings. 5yr/1000hr: inspect brushes (replace if <0.250“ from holder case edge). 5A enable CB, 60A main breaker.

References

• VPX Sport Installation & Operating Manual (Rev G4)
• VPX Sport Installation & Operating Manual (Rev G3) — previous revision
• VPX Getting Started Guide (Rev A)
• EFII Bus Manager Installation Instructions
• EarthX ETX900 Installation & Maintenance Manual
• Hartzell AL 12-E160/V Alternator Installation Manual (P/N 99-9900)
• Power & Lighting Schematic
• VPX Pro/Sport Load Planning Worksheet

Flight Controls

ATA Chapter 27 — N720AK Systems Reference

Overview

N720AK has dual controls (pilot and co-pilot) with push-pull tube actuation for ailerons and elevator, cable actuation for rudder. The stick grips are Tosten CS Military with multiple programmable buttons. Electric trim is provided for pitch and roll axes.

Components

How It Works

Stick Grip Button Layout

Trim Systems

• Pitch Trim: Electric servo-actuated trim tab on elevator, controlled by hat switch on stick grip
• Roll Trim: Electric servo in wing, controlled by hat switch on stick grip
• Yaw Trim: None installed

Elevator Trim Tab Setting

N720AK’s elevator trim tabs were set using Bill DeRouchey’s method (via myrv10.com trimming tips) instead of the stock Van’s procedure. The stock instructions to set both trim tabs at 35° down creates an asymmetry problem where one tab fails to rise to trail position while the other overshoots, causing tail twisting forces.

The corrected method:

1. Move the trim servo to full nose-up position
2. Set the starboard (right) trim tab trailing edge to 3“ below the elevator trailing edge
3. Run the starboard trim tab to trail position
4. Set the port (left) trim tab to trail position

The key requirement is that both trim tabs reach the neutral/trailing position at the same time, and that neither tab goes up while the other goes down.

Co-Pilot Trim Enable

A panel switch enables or disables trim authority from the co-pilot stick grip. When disabled, the co-pilot’s trim hat has no effect. This prevents inadvertent trim inputs from passengers.

Flaps

Electric flap motor with position indicator on EFIS. Controlled by:

• Panel-mounted flap switch
• Stick grip switch (both sticks)

Flap positions range from reflex (-3°) to full (33°).

Flap operation:

• Flaps will not deploy above 90 KIAS (speed inhibit)
• One tap down: 0° → 16°
• Second tap down: 16° → 33° (full)
• One tap up: returns to 0° (full retract)
• Momentary click — no need to hold the switch

Inspection & Maintenance

Control Stick Slop Fix

The RV-10 control stick bases can develop play between the brass bushing and the welded cylinder of the stick base. On N720AK, the pilot side only had noticeable slop (co-pilot was fine). The fix was a single AN960-6 washer (sized for AN6 bolt) placed around the brass bushing so it sits against the welded cylinder. No delrin bushing replacement was needed — the original brass bushings were retained, and the single washer was sufficient to eliminate the play.

Quadrant Cable Boots

Replacement cable boots for the throttle/mixture/prop quadrant: see VAF thread on Q-43 boots.

Photos

References

• Ray Allen trim system installation instructions
• Tosten CS Military Wiring Diagram
• Tosten CS Military Stick Assembly Drawing (Rev A, P/N 3-12-02) — Drill 3/16 dia hole, use 10-32 socket head cap and lock nut.
• PH Aviation PHA-09P Flap Actuator Installation — 12 VDC, 4A full load, 150 lb capacity, 5“ stroke, 0.4 in/sec, internal limit switches, built-in potentiometer. Mount: AN5-23 bolt. Compatible with Garmin GAD 27 positioning.
• Aerosport Throttle Quadrant Installation
• Aerosport RV-10 Cable Lengths for Quad Arm Rest
• Tosten Military Style Grip (MS) product page
• Throttle/prop cables: California Push-Pull — PN 176-VTT-2.25-89.5 (throttle), PN 176-VTT-2.25-64.5 (prop)

Fuel System

ATA Chapter 28 — N720AK Systems Reference

System Overview

N720AK uses the EFII System32 electronic fuel injection system with an Aeromotive MAP-referenced fuel pressure regulator. This is a modern port EFI system — no venturi, no mechanical fuel injection servo. The fuel system is a pressurized loop: fuel flows from the tanks, through filters and pumps, around a fuel rail past six port injectors, through the regulator, and back to the selected tank via a return line.

The entire fuel tune — injector pulse widths, fuel maps, mixture scheduling — depends on the regulator maintaining a constant pressure differential across the injectors. If this differential changes (due to regulator wear, filter clogging, pump degradation, or plumbing restrictions), the ECU’s fuel calculations become wrong and the tune must be re-evaluated. Every component in this system exists to ensure that differential stays rock-steady.

Physical Plumbing — Tank to Injector and Back

Flow Path (supply side)

LEFT TANK (30 gal)  ──┐                                    ┌── RIGHT TANK (30 gal)
                       │                                    │
              Safety-wired                         Safety-wired
              shutoff valve                        shutoff valve
                       │                                    │
              40μ pre-filter                        40μ pre-filter
              (TS Flight Lines)                    (TS Flight Lines)
                       │                                    │
                       └──── Under seats ────┬──── Under seats ────┘
                                             │
                                     Andair duplex valve
                                     (tank selection)
                                             │
                                ┌────────────┴────────────┐
                                │                         │
                          Walbro 391 pump           Walbro 391 pump
                          (primary)                 (backup)
                                │                         │
                                └────────────┬────────────┘
                                             │
                                    10μ Aeromotive post-filter
                                    (mounted with 8L clamp to
                                     engine mount diagonal)
                                             │
                                        FUEL RAIL
                                    ┌──┬──┬──┬──┬──┬──┐
                                    │  │  │  │  │  │  │
                                   Cyl injectors (×6)
                                    │
                              End of rail
                                    │
                            ┌───────┴───────┐
                            │               │
                     Fuel pressure    MAP reference line
                      regulator ◄──── (from throttle body
                     (Aeromotive)      orifice port)
                            │
                        RETURN LINE

Flow Path (return side)

                        RETURN LINE
                            │
                    Through firewall
                            │
                    Andair duplex valve
                    (routes return to
                     selected tank)
                            │
                  ┌─────────┴─────────┐
                  │                   │
             LEFT TANK           RIGHT TANK

Key Design Points

• Pressurized loop: The pumps pressurize fuel continuously. The regulator bypasses excess fuel back to the tank. The injectors pull from a fuel rail that’s always at pressure.
• Dual pumps: Primary and backup Walbro 391 pumps on a rack. Only one runs at a time. A bus manager switch selects 1/AUTO or 2. In 1/AUTO mode, the bus manager automatically cuts over from pump 1 to pump 2 if fuel pressure drops to 22 PSI or below. The cutover is controlled by the bus manager and performed by a relay mounted under the panel.
• Two-stage filtration: 40μ pre-filter before the pumps (protects pumps), 10μ post-filter after the pumps (protects injectors and regulator).
• MAP reference: The regulator’s vacuum reference comes from an orifice port on the throttle body that provides a stable, damped manifold pressure signal. This is a small restrictive fitting — not a wide-open port — to prevent fuel pressure from chasing rapid MAP transients.
• Return routing: The return line goes back through the firewall to the Andair duplex valve, which routes it to whichever tank is currently selected. This is a direct run — no additional valving on the return side.

Components

Fuel Tanks

Shutoff Valves

Pre-Filters (40 micron)

Andair Duplex Valve

• Spec sheet (GDrive)
• Data sheet (GDrive)

Fuel Pumps — Walbro 391

Pump replacement notes:

Viton crush washers for pump fittings: One Hydraulics SS9500-02V (primary source, where N720AK’s were purchased). Alternate source: Titan Fittings SS-9500V series.

Post-Filter (10 micron) — Aeromotive

Fuel Rail

• Configuration: Common rail feeding all 6 cylinders
• Injectors: 6 port fuel injectors, one per cylinder

Fuel Pressure Regulator — Aeromotive

The regulator is the heart of fuel pressure management. See The MAP-Referenced Regulator for full theory.

MAP Reference Line

The vacuum reference line connects from an orifice port on the throttle body to the regulator. The orifice provides a stable, damped manifold pressure signal — it’s a small restrictive fitting, not a wide-open port. This prevents the regulator from chasing rapid MAP transients during throttle changes.

The MAP reference orifice is integral to the EFII-supplied throttle body (stock configuration — no aftermarket modification needed).

Fuel Pressure Sensor — Dynon Kavlico

See Dynon Service Bulletin 120414 regarding blocked baro compensation ports on sensors manufactured July 2013 – June 2014.

Fuel Lines

How It Works: The MAP-Referenced Regulator

How It Maintains Constant Differential

The Aeromotive regulator is a mechanical diaphragm device:

• One side of the diaphragm sees fuel pressure from the fuel rail
• Other side sees manifold pressure (via a vacuum reference line from the throttle body) plus a calibrated spring

The diaphragm balances these forces:

Fuel_absolute = MAP_absolute + Spring_force

When MAP rises (throttle opened), the diaphragm sees more pressure on the reference side, so it allows fuel pressure to rise by the same amount. When MAP drops (throttle closed), fuel pressure drops to match. This is called 1:1 tracking — every PSI change in MAP produces a matching PSI change in fuel pressure.

The result: The spring force sets the differential, and it stays constant:

$$ P_{\text{fuel}} - P_{\text{MAP}} = F_{\text{spring}} \approx 35 \text{ PSI (constant)} $$

What Goes Wrong

The Critical Quantity: Injector Differential Pressure

The pressure drop across each fuel injector determines how much fuel flows during the injector’s open time:

True_differential = Fuel_absolute − MAP_absolute

For N720AK, this should be constant at ~35 PSI regardless of throttle position, altitude, or flight phase.

Why It Matters

The EFII ECU calculates injector pulse width assuming a known, constant pressure differential. If the differential changes:

• Higher differential → more fuel per pulse → richer mixture → wasted fuel, fouled plugs, potentially hydraulic lock
• Lower differential → less fuel per pulse → leaner mixture → hot cylinders, detonation risk, rough running

All fuel tuning depends on this value being stable. If the differential changes — due to regulator wear, filter clogging, pump degradation, or plumbing restrictions — the fuel maps become wrong and must be re-evaluated.

What Changes the Differential

Monitoring the Differential Over Time

Track these metrics at each annual or whenever the fuel system is serviced:

1. Startup fuel pressure (gauge, engine off, pump on) — this is the spring setpoint
2. Run the regulator_diagnostic.py script on a representative flight log
3. Compare against the baseline in the flight log history table below

If any of these metrics change significantly, investigate before flying further. A change in the differential means the fuel tune is no longer valid.

Sensor Reference Frames

This is the most important subtlety in interpreting fuel system data. The two sensors measure in different reference frames:

• MAP sensor measures absolute pressure (relative to vacuum). 29.92 inHg at sea level on a standard day.
• Fuel pressure sensor (Dynon Kavlico) measures gauge pressure (relative to local atmosphere). Reads 0 PSI with no fuel pressure at any altitude.

The Gauge-vs-Absolute Problem

When we naively compute Fuel_gauge − MAP_psi, we get:

Delta_gauge = Fuel_gauge − MAP_psi
            = (Fuel_absolute − Atmosphere) − MAP_absolute
            = (Fuel_absolute − MAP_absolute) − Atmosphere
            = True_differential − Atmosphere

This is not the true injector differential. It’s offset by atmospheric pressure (~14.7 PSI at sea level, ~10.5 PSI at 9,000 ft).

Altitude Effect

Atmospheric pressure decreases with altitude:

$$ P_{\text{atm}} = 14.696 \times \left(1 - 6.8756 \times 10^{-6} \times h\right)^{5.2559} \quad [h \text{ in feet}, P \text{ in PSI}] $$

As you climb, the gauge delta changes even if the regulator is perfect — because Atmosphere in the equation above is changing.

The Correction

To recover the true injector differential:

$$ \Delta_{\text{true}} = \Delta_{\text{gauge}} + P_{\text{atm}}(h) = P_{\text{fuel,gauge}} - P_{\text{MAP(psi)}} + P_{\text{atm}}(h) $$

Dynon Baro Compensation

Dynon’s Kavlico fuel pressure sensor has baro compensation — an atmospheric vent port that keeps the gauge reading accurate as altitude changes. This does NOT convert the reading to absolute; it just ensures the gauge reading is a faithful measurement of Fuel_absolute − Atmosphere at any altitude.

The baro compensation means the sensor is a good gauge sensor, but it doesn’t eliminate the need for the altitude correction when computing the true injector differential. The correction is required because of the reference frame mismatch between the gauge fuel pressure sensor and the absolute MAP sensor.

Caveat — Dynon Service Bulletin 120414: Some Kavlico sensors manufactured July 2013 – June 2014 had a blocked baro compensation port (environmental seal covering the vent). This causes the sensor reading to drift ~0.5 PSI per 1,000 ft of altitude change. Test by removing the silicone gasket from the connector and checking if altitude-dependent drift decreases. See: https://dynonavionics.com/bulletins/support_bulletin_120414.php

When to Apply Altitude Correction

How to Test Whether Your Sensor Needs Correction

Use the --alt-scan flag on the diagnostic script. It applies a range of correction fractions (0.0 to 1.0) to the altitude term and finds the fraction that minimizes residual sigma:

uv run --with numpy --with matplotlib python3 scripts/regulator_diagnostic.py /path/to/log.csv --alt-scan

• Fraction $\approx 1.0$ → Sensor is gauge, correction needed (e.g., Garmin Kavlico)
• Fraction $\approx 0.0$ → Sensor already behaves as absolute, no correction needed

For Garmin GDU 460 fuel pressure, we confirmed fraction = 1.0 (standard gauge sensor). For Dynon SkyView fuel pressure on N720AK, we found fraction $\approx 0.0$ — this is still under investigation. The regulator noise ($\sigma = 1.4$ PSI) may be swamping the altitude signal (~0.4 PSI/1,000 ft). Fix the regulator first, then re-test.

Diagnostics

Running the Script

cd ~/code/rv10

# Dynon SkyView log
uv run --with numpy --with matplotlib python3 scripts/regulator_diagnostic.py /path/to/dynon_log.csv

# Garmin log (needs altitude correction)
uv run --with numpy --with matplotlib python3 scripts/regulator_diagnostic.py /path/to/garmin_log.csv --alt-correct

# Multiple flights
uv run --with numpy --with matplotlib python3 scripts/regulator_diagnostic.py flight1.csv flight2.csv

# Altitude correction scan
uv run --with numpy --with matplotlib python3 scripts/regulator_diagnostic.py /path/to/log.csv --alt-scan

# Skip plot (console output only)
uv run --with numpy --with matplotlib python3 scripts/regulator_diagnostic.py /path/to/log.csv --no-plot

Step 1: Load and Filter Data

The script auto-detects Dynon vs Garmin format. It extracts:

• Session time, MAP (inHg), fuel pressure (PSI gauge), fuel flow (gal/hr), pressure altitude (ft)
• Engine-on filter: MAP > 15 inHg, fuel pressure > 5 PSI, session time > 5 minutes
• Steady-state filter: |dMAP/dt| < 0.05 inHg/sec (throttle not moving)

Step 2: Compute Delta

$$ P_{\text{MAP(psi)}} = P_{\text{MAP(inHg)}} \times 0.49115 $$

$$ \Delta_{\text{gauge}} = P_{\text{fuel}} - P_{\text{MAP(psi)}} $$

Apply altitude correction if using --alt-correct.

Step 3: Key Metrics

Step 4: Bin Analysis

The script divides steady-state data into MAP bins (15–19, 19–22, 22–26 inHg) and computes $\sigma$ within each bin. High within-bin scatter indicates sticking/hunting independent of the MAP slope.

Step 5: Diagnostic Plot

The 4-panel plot shows:

1. Delta vs MAP — reveals MAP slope and scatter pattern
2. Delta vs Fuel Flow — reveals flow-dependent droop
3. Delta vs Time (colored by |dMAP/dt|) — reveals sticking events and altitude correlation
4. Delta histogram — reveals distribution shape (unimodal = good, bimodal = sticking)

Flight Log Analysis History

Reference Baseline: N88810 (Healthy Regulator)

Same Aeromotive regulator, EFII System32, Garmin GDU 460 (gauge fuel pressure sensor). Flight: X05 → KGAD, 2026-02-09. Altitude range: sea level to 6,161 ft.

After altitude correction (confirmed fraction = 1.0 for Garmin sensor):

• True differential: $35.03 \pm 0.08$ PSI — essentially perfect
• MAP slope: $-0.011$ PSI/inHg — essentially zero
• Fuel flow slope: $+0.046$ PSI/(gal/hr) — flat
• Residual $\sigma$: 0.07 PSI

This proves the Aeromotive regulator CAN perform essentially perfectly with the EFII System32.

N720AK Flight History

Key findings:

• MAP slope is consistent at $-0.30$ PSI/inHg across all flights — this is a structural characteristic of the regulator, not flight-dependent
• Sticking/hunting varies dramatically (residual $\sigma$: 0.18 to 1.25) — worse on longer flights with more throttle changes, possibly temperature-dependent
• Startup fuel pressure varies (32.0 to 35.8) — may indicate the regulator settles at different stick points on startup

Diagnosis: N720AK Regulator

Problem 1: MAP Under-Tracking (Slope = −0.30 PSI/inHg)

The regulator does not follow MAP changes on a 1:1 basis. For every 1 inHg increase in MAP, the injector differential drops by 0.30 PSI. Over the 10 inHg operating range, that’s ~3 PSI of sag — about 9% of the 33 PSI setpoint.

Likely causes:

• Vacuum reference line partially restricted or leaking
• Diaphragm stiffness or age
• Spring rate mismatch

Effect: At high power, injectors see less differential than intended → leaner than the ECU expects. At idle, richer than expected. The ECU’s fuel map is calibrated assuming constant differential — this slope means the actual air-fuel ratio shifts with power setting.

Problem 2: Mechanical Sticking / Hunting (Variable, up to σ = 1.25 PSI)

Random, non-repeatable variation in the differential, worst at mid and high power settings, worse on longer flights.

Likely causes:

• Diaphragm friction or contamination
• Valve seat wear or debris
• Spring fatigue causing hysteresis

Effect: Random variation in fuel delivery per injector pulse → uneven cylinder mixture, potentially rough running.

Recommendations

1. Inspect vacuum reference line — check for kinks, cracks, loose fittings, contamination
2. Replace or rebuild the regulator — the sticking won’t be fixed by a vacuum line repair
3. After replacement, re-fly and re-analyze — target σ < 0.2 PSI and MAP slope near zero
4. After regulator fix, re-test the baro port question — with low regulator noise, the altitude signal will be detectable

Open Questions

• Dynon baro compensation behavior: Our analysis showed the altitude correction fraction = 0.0 for N720AK, suggesting the Dynon is removing altitude effects internally. But the physics says a baro-compensated gauge sensor should still need the correction. The regulator noise (σ = 1.4 PSI) likely swamps the altitude signal (~0.4 PSI/1,000 ft). Fix the regulator first, re-test with clean data.
• Startup fuel pressure variation: 32.0 to 35.8 PSI across flights. Is this temperature-dependent? Different regulator stick points? Pump output variation?
• Baro port status: Cannot conclusively test from current flight data. Fix regulator first.
• Dynon differential display: Dynon offers a built-in Fuel_gauge − MAP differential display, but this shows True_differential − Atmosphere, not the true injector differential. It shifts with altitude. Not sufficient for regulator health monitoring without manual altitude correction.

References

• EFII System32 Installation Manual (Rev 9-13)
• EFII System32 Installation Manual (Rev 6-19)
• EFII System32 Operating Procedures (12-20)
• EFII System32 Fuel Flow & RPM Config (Rev 10-19)
• EFII System32 Initial Tuning — CSP (Rev 6-20)
• EFII System32 Upgrade Installation Manual
• Regulator Diagnostic Script — auto-detects Dynon/Garmin CSV, computes diagnostic metrics, generates 4-panel plot
• Regulator Diagnostic Plan — workflow for analyzing regulator health
• Andair FS2020-D2 Duplex Valve Spec Sheet
• Andair FS20 Fuel Selector Data Sheet
• Aeromotive 13129 EFI Bypass Regulator Manual
• Dynon Service Bulletin 120414 — blocked baro compensation ports on Kavlico sensors
• JDAir Fuel Drain & Vent Fairings Combo — silver drain fairing, blue vent fairing
• Flight log data: maintenance/fuel-system/flight-logs/

TODO: Information Needed

Component Data Sheets and Part Numbers

• Aeromotive regulator — Aeromotive Compact EFI Regulator with 0.020“ bypass orifice (ProTek Performance / Robert Paisley)
• Walbro 391 pumps — pump curves filed: GDrive, also images/walbro-gsl391-pump-curves.png
• ProTek Performance pump rack — dual electric fuel pump, supplied by EFII
• Aeromotive post-filter — Aeromotive 12347, 10-micron, serviceable
• TS Flight Lines pre-filter — private label, no part number available; 40 micron, serviceable
• Andair duplex valve — FS20-20-D2-6M, with 5x EF20 elbow fittings
• EFII fuel injectors — part number, flow rating
• Fuel rail — manufacturer, part number
• Kavlico fuel pressure sensor — exact Dynon part number, data sheet
• Shutoff valves — Peterson Fluid Systems 09-0910, -6 AN panel mount ball valve

Fuel Lines

• Supplier name and contact info
• Line type (AN size, material — stainless braided PTFE?)
• Lengths for each run (tank to valve, valve to filter, filter to duplex, duplex to pump rack, pump to post-filter, post-filter to rail, regulator return through firewall, firewall to duplex return, duplex to tank return)
• AN fitting sizes at each connection
• Any adapters or reducers in the system
• Torque specs for AN fittings
• Photos of routing under seats and through firewall

Pump Replacement

• Viton crush washers — Titan Fittings SS-9500V
• Step-by-step replacement procedure
• What does it take? Time, tools, access?
• Photos of pump internals (healthy pump)
• How to tell when pumps need replacement

Filter Servicing

• Pre-filter cleaning procedure (solvent? compressed air?)
• Post-filter cleaning procedure
• Photos of clean filter element vs contaminated
• What does contamination look like? What does it mean?
• Replacement schedule or inspection criteria

Photos Needed

• Overall fuel system routing (overview)
• Pre-filter location and mounting
• Post-filter mounted on engine mount diagonal
• Pump rack
• Fuel rail and injectors
• Regulator and MAP reference line connection
• Throttle body orifice fitting
• Andair duplex valve
• Firewall passthrough
• Clean vs dirty filter elements

System Questions

• Fuel type — 100LL or premium unleaded 91 octane mogas minimum
• Total usable fuel per tank — 29.5 gallons per tank
• Pump selection — bus manager switch (1/AUTO or 2), auto cutover at 22 PSI via relay under panel
• MAP reference orifice — integral to EFII throttle body, stock configuration
• Fuel pressure sensor tap location on the rail

Doors & Airframe

ATA Chapter 52/53 — N720AK Systems Reference

Overview

N720AK has two forward-opening gull-wing doors (pilot and co-pilot) and a rear baggage door. The doors use aftermarket latches and hardware from Planearound, with Aerosport low-profile exterior handles. The windshield and windows are Cee Bailey replacements.

Doors

Components

Door Operation

Windshield & Windows

• Material: Aircraft-grade acrylic (ASTM 4082), 0.250“ thickness for side glass
• Tint: Available in light gray, light green, or clear (all FAA-approved for night flight)
• Status: Cee Bailey’s was acquired by LP Aero Plastics in June 2025. Replacement parts available from LP Aero (sales@lpaero.com, 724-744-4448).
• VAF thread: Cee Bailey’s RV-10 Products

Interior

Aerosport Products

N720AK uses a comprehensive set of Aerosport Products interior components:

Interior Paint

Sherwin Williams Jetflex.

Seats & Restraints

Sun Visor Installation (TODO — Not Yet Installed)

Kit: Rosen R1930001 (Doc 9051-0193-001, Rev A) Source: Aircraft Spruce P/N 13-05695 (Order #14047456, 2020-07-13, $466)

Hardware included:

• 4x #10-32 locknut (1032NLINS BLK)
• 4x #10-32 x 3/4“ truss head screw (AN526C1032R12)
• 4x #10 washer (AS-10)
• 5/32“ and 9/64“ hex keys (for tension adjustment)

Installation summary:

1. Position visor so top mounting hole is level with upper edge of side window
2. Mounting hole centers 7/8“ from rear edge of door frame
3. Drill #30 pilot hole, then expand to #12
4. Insert truss head screws from outside door channel
5. Mount visor base over screws, secure with washers and locknuts
6. Torque to 25 lb-in
7. Optional: RTV sealant around screw heads for moisture seal
8. Adjust pivot tension with hex keys if needed (factory preset)
9. Repeat for passenger side

Continued airworthiness: Periodically clean lenses (soft cloth, mild soap, or aviation windscreen cleaner — no abrasives). Periodically adjust pivot tensions.

Fairings & External Hardware

Heater & Ventilation

Vents: 4 Aerosport AeroVents in the overhead console + 2 SteinAir AV-1.25B eyeball vents in the instrument panel = 6 total.

Wingtip Attachment

Wingtips attach via piano hinge modification — they can be removed entirely for maintenance access to wing internals, lights, and pitot plumbing. See Lighting for wingtip light details.

Inspection & Maintenance

References

• Aerosport RV-10 Low-Profile Handle Installation (Rev 3)
• Aerosport RV-10 Interior Panels Installation
• Crow Harness Installation Instructions
• Crow Safety Gear Catalog
• RVBits Intersection Fairing Installation Manual
• Rosen Sunvisor RV-10 Installation Instructions (Kit R1930001)
• Aerosport Center Arm Rest / Quad Arm Rest Installation
• Aerosport Carpet Installation
• Aerosport Rear Air Vent Installation
• Aerosport NACA Vent Controller Adjustments
• Aerosport Interior Door Handle Installation
• Aerosport Baggage Door Installation
• Planearound 180° Door Latch Installation
• Planearound Angled Pins & Guides
• MotoPOD RV-10 Installation Manual — pod never produced
• MotoPOD RV-10 Hardpoint Installation Manual — hardpoints installed during build

Lighting

ATA Chapter 33 — N720AK Systems Reference

Overview

N720AK uses LED lighting throughout — AeroLEDs products in the wingtips and tail. The wingtips are attached with piano hinges for easy removal during maintenance.

Components

Lighting Controls

How It Works

Each wingtip contains two units:

• Pulsar NSP/660: Combines red/green position light, white strobe, and rear-facing white position light in one housing
• AeroSun VX: High-intensity LED landing and taxi light with wig-wag capability

The wingtips attach via piano hinge modification — they can be removed entirely for maintenance access to the wing internals.

Wiring

Wingtip wiring references:

• Wing wiring overview
• Grounding block approach
• VAF AeroSun discussion thread
• Wing light grounding points discussion

Wingtip Connectors (CPC Series 1, 9-Pin)

Each wingtip connects via a CPC barrel connector. Pin assignments are identical left and right.

The Molex connector on the left wingtip is for the pitot heater (routed through the wing root CPC, not the wingtip CPC).

Pulsar / SunTail Wiring (Position + Strobe)

Recommended wiring for Pulsar 11-1180 / 11-1100 and SunTail 11-1160. Uses three-conductor 20 AWG shielded cable. Shield is used for ground return. Green sync wires from all strobe lights connect together for synchronized flashing.

Pulsar/SunTail connector (ST1):

Ground via mounting screw (H1).

Current budget (14V system):

• Position light input: 0.5A per Pulsar/SunTail
• Strobe light input: 5A per Pulsar/SunTail

AeroSun VX Wiring (Landing / Taxi / Wig-Wag)

Two-light wig-wag configuration. Each AeroSun VX has a 5-wire connection:

Three switches control the pair:

• S4 (Landing) — both lights steady on
• S5 (Recognition / wig-wag) — alternating flash
• S1 (Taxi) — both lights at reduced intensity

See also: Wing root connector pinouts in the Electrical reference for the full wing-to-fuselage wiring.

Inspection & Maintenance

References

• AeroLEDs Pulsar NS Installation (Experimental)
• AeroLEDs AeroSun VX Installation (Rev C)
• AeroLEDs SunTail Installation (Rev A)
• RVbits RVTLR3 Tail Light Adapter Ring Installation — P/N RVTLR3, lower rudder fairing. 6 mounting holes drilled to #30 (countersunk), light mounting screws 7/8“ from center.
• AeroLEDs RV-10 Wingtip Cutout Procedures (Rev A) — Doc 0002-0006, P/N 01-2500-KT-1 / 01-2500-KT-2. Cutout templates for RV-9/10/14.
• AeroLEDs Vx Wiring Diagram — Wig-Wag Configuration — 5-wire per light (R/Blk/G/Blu/Y). Switches: S4 Landing, S5 Recognition/Wig-Wag, S1 Taxi.

Navigation & Instruments

ATA Chapter 34 — N720AK Systems Reference

Overview

N720AK’s navigation and instrument suite is built around the Dynon Skyview HDX EFIS as the primary flight display, with the Garmin GTN 650 providing certified IFR GPS/Nav/Com capability. The pitot-static system uses a Dynon heated pitot with integrated AoA probe.

Components

How It Works

Dynon Skyview HDX

The Skyview HDX provides:

• Primary Flight Display (PFD) — attitude, airspeed, altitude, heading, VSI
• Multi-Function Display (MFD) — moving map with terrain
• Engine monitoring — all EGT, CHT, oil, fuel flow, fuel pressure
• Traffic display (ADS-B In)
• Autopilot interface
• Checklists

Dynon Equipment Serial Numbers (registered 2017-05-28):

Nearest Airport Emergency: Holding the NEAREST button on the Dynon activates the autopilot to fly directly to the nearest airport matching the current filter settings and automatically tunes the radio to that airport’s frequency. See the Dynon HDX Pilot’s Guide for filter configuration and exact behavior.

Garmin GTN 650

The GTN 650 provides:

• IFR-certified GPS approaches (LPV, LNAV/VNAV, LNAV)
• VOR/ILS capability via single Bob Archer nav antenna
• Com radio
• Flight plan management

SD Card Formatting: The GTN 650 SD card must be formatted using the SD Card Formatter utility. Formatting with macOS Disk Utility or Windows (including Parallels) does NOT work. (VAF thread)

Garmin GTN 650 Database Update

1. On a Windows machine, open Garmin Aviation Database Manager and download the current navigation database
2. Write the database to an SD card formatted with the SD Card Formatter utility (do NOT use macOS Disk Utility or Windows format)
3. Insert the SD card into the GTN 650
4. Power on — the unit should prompt to load the database on startup
5. If the database shows as a “future” database and does not load automatically, hold down the right knob click button during startup to force-load the database

Pitot-Static System

The pitot tube incorporates a second orifice angled to measure differential pressure for Angle of Attack (AoA) display on the EFIS. Pitot heat is activated by the PITOT HEAT switch.

Inspection & Maintenance

Alternate Static Valve

The alternate static source valve is a toggle on the upper left panel. Reference: Steinair pitot-static toggle switch

Right Wing Com Antenna Access

To install or remove the right wing com antenna, the outboard aileron push-pull tube must be removed first.

91.411 / 91.413 Inspections

Per 14 CFR 91.411 and 91.413, the altimeter system and transponder must be inspected every 24 calendar months if operating in controlled airspace requiring this equipment (IFR flight, Class B/C airspace).

ELT — Artex ELT 345

• Beacon ID: 2DC88 5940E FFBFF
• Registration: NOAA SARSAT, registered 2025-11-18, expires 2027-11-18
• Frequency: 406 MHz
• Registration portal: beaconregistration.noaa.gov
• Registration form PDF saved in GDrive Private/Registration/ELT_registration_form.pdf

Battery: Artex P/N 8322 (replacement ordered via Aircraft Spruce, order #17716532, 2025-11-12)

References

• Dynon SkyView HDX Pilot’s Guide (Rev R)
• Dynon SkyView HDX Pilot’s Guide (Rev Q)
• Dynon SkyView EMS Gauge Customization
• Dynon SkyView Third-Party Device Connection (Rev E)
• TLAR Pilot Guide (v7.80)
• Pitot/Static/AOA Air Kit Installation Guide (Rev 04) — Quick-disconnect plumbing kit. Variants: A=SkyView ADAHRS, B=EFIS+backups, C=Steam. Tubing: 25’ green (pitot), 32’ white (static), 23’ blue (AOA), all 1/4“.
• Gretz Aero Pitot Tube Mounting Bracket Installation — Left wing bottom, outboard of main spar inspection plate.
• Dynon AOA/Pitot Probe Installation Guide (Rev C) — P/N 100141-000 (unheated), P/N 100667-000 (heated). Doc 100740-001.

OnSpeed AoA

ATA Chapter 34 — N720AK Systems Reference

Overview

The OnSpeed system is an audio angle-of-attack (AoA) indicator that provides continuous tone-based feedback on the aircraft’s energy state. It uses differential pressure from the pitot-static system to compute AoA and delivers audio tones through the intercom.

Components

How It Works

Calibration

Wiring

OnSpeed connects to the Dynon PFD for power, data, and audio output.

OnSpeed Connector Pinout

Power / Ground

Data Inputs

Button / Lower Console

Control cable wiring (6-conductor, button to OnSpeed box):

Headset Audio Output

Inspection & Maintenance

References

• AMX-10A Installation Diagram 1
• AMX-10A Installation Diagram 2
• AMX-10A Installation Diagram 3
• OnSpeed Calibration Configs (Public/Configs/OnSpeed/)
• OnSpeed Documentation (web-based — installation, calibration, troubleshooting)

Oxygen

ATA Chapter 35 — N720AK Systems Reference

Overview

N720AK is equipped with the Mountain High EDS-4iP pulse-demand oxygen system. A panel-mounted mode switch toggles between pulse-on-demand and constant flow modes.

Components

How It Works

Operating Modes

A panel switch selects between:

• Pulse Mode: Oxygen delivered in pulses synchronized with inhalation. This is normal operation and conserves oxygen significantly compared to constant flow.
• Constant Flow: Continuous oxygen flow. Use at high altitude or if pulse mode is insufficient (e.g., nasal congestion, very high breathing rate).

This switch also serves as the system on/off — there is no separate emergency oxygen switch. In an emergency, switch to constant flow.

Inspection & Maintenance

Service History

• 2026-01-12: O2 cylinder (S/N 602-100814) hydro requalification — passed. Operator: Rod Morton, United Fire. (Invoice in Private/Invoices/)
• 2026-01-16: Mountain High IPR-0157 regulator overhaul — replaced O-rings, seat seals, valve/reg springs, new E-bypass switch per ECO 2022-001, exhaust-port filter replaced with less-restrictive part (09025-0023-43) per MHTSB-2022-01. Valve test passed at 500/1500/2300 PSI. Cylinder torqued to 60 ft-lbs. (Invoice in Private/Invoices/)

Service Bulletin Compliance

• MHTSB-2022-01 (Emergency Bypass Control Switch Upgrade): Complied 2026-01-16 during IPR overhaul. Exhaust-port filter at EBC switch Port C replaced with less-restrictive part (old: “05”/“F05”/“MB-05”, new: “43”/“S43”/“MBS-43”, P/N 09025-0023-43). Issue: excessive restriction prevented EBC control line from purging in OFF position, causing oxygen to continue flowing.
• MHTSB-2022-01A (Customer Advisory): Companion letter noting that in some cases the IPR regulator return spring may also need adjustment. N720AK’s IPR was fully overhauled at the same time, addressing this concern.

References

• Mountain High EDS-4iP Manual
• Mountain High Oxygen System Schematic
• MHTSB-2022-01 — EBC Switch Exhaust-Port Filter Upgrade
• MHTSB-2022-01A — Customer Advisory Letter (local copy)
• IPR Form Factor Drawing
• IPR Tubing Application Guide
• IPR Tubing Interface Guide
• GSE-1002 Ground Support Equipment Drawing
• EDS-4iP Electrical/Pneumatic IPR Schematic (EDSIP-051-000)
• EDS-4iP O2 System Schematic (EDSIP-051-002)
• EDS-4iP O2 System Schematic (EDSIP-051-003)

Avionics & Wiring

ATA Chapter 42 — N720AK Systems Reference

Overview

This section covers N720AK’s avionics stack as an integrated system — how everything is wired together, the panel layout, connector types, and the data flow between components. Individual avionics boxes are documented in their own system pages; this page covers the interconnections.

Avionics Stack

CO Guardian 452

Model: 452-101-012 (Certified Remote Mount CO Detector for Dynon Systems) S/N: 112081 Status: Not currently installed. The unit was replaced under RMA 11096 (Dec 2025). The Dynon EMS pin it previously occupied (pin 31, brown/blue wire) is now used by the Monkworkz MZ-30 generator proportional current output.

Wiring for future reinstallation:

• The brown/blue wire for the CO Guardian’s EFIS connection is tied up near the Dynon EMS connector
• Audio warning line runs from the CO detector location to the GMA 245 Music input (currently disconnected, difficult to reach behind panel)
• Dynon sensor definition file: CO Guardian Sensor Config (RevC) — already filed in GDrive Configs/Dynon
• Circuit breaker: 7277-2-2 (2A, 14/28 VDC Avionics)
• RS-232 interface available (optional)

References:

• CO Guardian 452 Installation Drawings (Rev G)

Software Versions

Panel Layout

Data Flow

Known Wiring Notes

Serial 4 (Dynon ↔ GTN 650): The blue and green wires are intentionally flipped on this serial connection. This swap was done during installation — the TX/RX lines needed to be crossed for proper communication between the Dynon SkyView and GTN 650 on serial port 4.

Disconnected audio warning line: The old CO audio warning line runs from the former CO detector location to the GMA 245 Music input. This line is currently disconnected. It is difficult to reach — runs behind the panel.

Disconnected serial 4 line: A serial 4 cable was cut — it leads from one of the GTN 650’s serial outputs to the Dynon’s serial 4 port. Both connections are a major pain to reach and worth documenting on an updated schematic.

Wiring

Inspection & Maintenance

Connector References

• Delphi connectors: VAF thread — which Delphi connectors for RV-10
• Metri-Pack connectors: VAF thread — Metri-Pack connectors for engine sensor harness

EMS Sensors

Dynon EMS engine sensor inventory for N720AK:

MAP Blanking Threshold

The MAP sensor definition (100434-000, all calibration variants) uses a min_val parameter that blanks the reading below a threshold. This was lowered from 2.0 PSI (4.07 inHg) to 1.5 PSI (3.05 inHg) on 2026-03-17 to prevent MAP and fuel pressure (DIFF mode) from blanking at high altitude idle with constant-speed propeller. Change approved by Don Jones, Dynon Customer Support (Zendesk #186497, 2026-03-16).

EMS Wiring

The Dynon SkyView Installation Guide page 7-7 shows the EMS wiring diagram for engine sensor connections.

References

• Power & Lighting Schematic
• SkyView Interconnect Schematic
• VPX Pro/Sport Load Planning Worksheet
• Dynon SkyView Third-Party Device Connection (Rev E)
• CO Guardian 452 Installation Drawings (Rev G)
• CO Guardian Sensor Config (RevC) — Dynon sensor definition file
• Aerosport 310 Panel Installation
• Aerosport Overhead Console Installation
• Aerosport Switch Hole Dimensions
• Aerosport Switch Wiring Diagram

Brakes & Wheels

ATA Chapter 61 — N720AK Systems Reference

Overview

N720AK has a fixed tricycle landing gear with hydraulic disc brakes on the main wheels, operated by toe pedals on both pilot and co-pilot rudder pedals. The aircraft uses Royco 782 (MIL-PRF-83282) hydraulic fluid — not standard automotive brake fluid.

Components

How It Works

Brake System

Hydraulic disc brakes operated by toe pedals. Both pilot and co-pilot have independent toe brakes on their rudder pedals.

Critical: Use only Royco 782 (MIL-PRF-83282) hydraulic fluid. Do not use automotive brake fluid — it will damage the seals.

Landing Gear

Fixed tricycle configuration:

• Steerable nose wheel
• Main gear legs (steel)
• Wheel fairings on main gear

Nosewheel torque specs (per Beringer assembly drawing): 6mm screw = 10 N.m (88 in.lb), 1/4“ = 9 N.m (80 in.lb), 8mm = 20 N.m (177 in.lb), bearing contact ~25 N.m. Install locking wire and cotter pin. Check disc safety wire before every flight.

Inspection & Maintenance

Brake Bleeding

Tire Maintenance

Tire source: Desser retreads — reference notes from another RV-10. Skip inner tubes and tires from other suppliers.

References

• Matco WI600 Series Wheel & Brake Manual (Rev A1)
• Beringer Wheels & Brakes Maintenance Manual
• Beringer RV-10 Nosewheel Assembly Drawing (AV-VANS-102-01) — includes maintenance manual + torque specs
• RV-10 Axle Extension Replacement Installation (VAE10/RVbits) — AN5-6A bolts, 100 in-lbs torque, drill existing axle nuts to 5/16“

Engine — Mechanical

ATA Chapter 71 — N720AK Systems Reference

Overview

N720AK is powered by a Lycoming IO-540 series engine, fuel-injected and normally aspirated, rated at 260 HP at 2700 RPM. This page covers the mechanical aspects of the engine — oil system, cooling, baffling, exhaust, and mounts. For the electronic engine management (ignition and fuel injection), see EFII System32.

Components

Engine: Lycoming YIO-540-D4A5, S/N EL-36315-48E, firing order 1-4-5-2-3-6, spark plug gap 0.016“–0.022“.

How It Works

Oil System

Oil separator evacuation tube: check every oil change or 50 hrs for coking/buildup. Hose: 3/4“ (6-cyl). Pop-off valve 0.5 PSI. Oil return #4 AN. See Anti-Splat installation guide.

Cooling

Exhaust

Ball joint hardware: AN3 bolt, AN960C10 washer, MS21042-3 nut (3 places). Springs face forward toward prop. Install nut with 2–3 threads showing; do not bottom spring on bolt. See Goldberg ball joint diagram.

Exhaust hanging kit: cable assembly, anti-sway assembly, support strap bends (30° up LH, 20° down RH). See exhaust hanging kit sketch.

Alt Air Door

N720AK uses a modified alternate air door on the FAB-540 filtered air box, based on this design. Unlike the stock Van’s design (which only allows opening), this modification uses an aluminum sliding gate mechanism actuated by cable from inside the cabin, allowing the pilot to both open and close the alternate air door in flight.

Preheat System

N720AK has a Reiff XP preheat system with cylinder band heaters on all 6 cylinders, plus a Reiff HotStrip oil sump heater. The power plug is located inside the oil access door.

Engine Mount

Steel tube engine mount.

Inspection & Maintenance

Lycoming SB 634 — Cylinder Retirement

Lycoming Mandatory Service Bulletin 634 (October 2018) requires retirement of certain parallel valve cylinder and head assemblies shipped between Sep 2013 and Apr 2015, due to compression loss from head casting leakage. N720AK cylinder serial numbers were checked against Table 1 — none are listed, aircraft is not affected.

Billet Valve Covers

Replacement O-rings for billet covers: COTS Viton O-ring #160, 75 durometer. Torque: 75–85 in-lbs. Lubricate O-ring and groove before install. See SDS billet valve cover specs.

Lycoming Accessory Case Oil System

Reference: VAF thread — Lycoming accessory case oil schematic by Dan H

References

• Oil Separator / Vacuum System
• Anti-Splat Aero Oil Separator Installation Guide — evacuation tube check interval, hose sizing, pop-off valve spec
• Lycoming IO-540 Operator’s Manual (60297-10)
• Goldberg Exhaust Ball Joint Diagram (2014) — AN3/AN960C10/MS21042-3 hardware, spring orientation
• Exhaust Hanging Kit Sketch — cable assembly, anti-sway, support strap bend angles
• SDS/Lycoming Billet Valve Cover Specs — O-ring #160 Viton, torque 75–85 in-lbs
• Van’s FAB-540 Filtered Air Box Installation — VFR only, carb heat door VA-130-H
• MilSpec 4000 Series Cowling Fasteners Installation — Diamondhead quarter-turn, TSO-C-148, spacing 3.5–4.25“
• Skybolt VLoc Diamondhead Cowling Installation (Rev 22) — SK-OSG1-8 high shear grommet

EFII System32

ATA Chapter 73 — N720AK Systems Reference

Overview

The EFII System32 provides complete electronic engine management for N720AK — both fuel injection and ignition. This is a fundamentally different architecture from traditional magneto/mechanical fuel injection systems. The System32 replaces the mechanical fuel servo, magnetos, and mixture cable with ECU-controlled port fuel injection and electronic ignition.

Components