RV10-Archive.digest.vol-gy
August 22, 2010 - September 08, 2010
________________________________________________________________________________
| From: | Patrick Thyssen <jump2(at)sbcglobal.net> |
| Subject: | TMXIO-540 and GAMI injectors |
That's why you need to know the probes are OK. They may be giving you a wro
ng signal. The coke bottle test is, undo your injector lines from the injec
tors, put the same size glass bottle under them and turn on your boost pump
, fill bottle about 3/4 and see if the same amount of fuel is in all the gl
ass bottles. Normally you do it with your injectors on but since you have d
ifferent injectors it won't work that way.
Just my way of checking.
Patrick Thyssen
Have you done the SB on the throttle=C2- body. The gasket and G on plug.
I just checked another RV10 and he had not done it and it was loose.
--- On Sun, 8/22/10, Alan Mekler wrote:
From: Alan Mekler <amekler(at)metrocast.net>
Subject: RE: RV10-List: TMXIO-540 and GAMI injectors
Date: Sunday, August 22, 2010, 6:00 PM
=0A=0A=0A =0A =0A=0A=0A=0A=0A=0A=0A=0APatrick, =0A=0A=C2-Give me the deta
ils of the coke bottle=0Atest. I=99m going to try switching probes.
=0A=0AThe odd thing is the engine runs smooth. =0A=0AAlan =0A=0A =C2- =0A
=0A=0A=0A=0A=0A=0A=0A=0A=0AFrom:=0Aowner-rv10-list-server(at)matronics.com=0A[
mailto:owner-rv10-list-server(at)matronics.com] On=0ABehalf Of Patrick Thyssen
=0ASent: Sunday, August 22, 2010 5:53=0APM
=0ATo: rv10-list(at)matronics.com
=0ASubject: Re: RV10-List: TMXIO-540=0Aand GAMI injectors =0A=0A=0A=0A =C2
- =0A=0A=0A =0A =0A HAVE YOU DONE THE COKE BOTTLE TEST WITHOUT=C2- TH
E=0A INJECTORS. SINCE EACH INJECTOR WILL BE DIFFERENT NOW.=C2- HAVE YOU
LOOKED=0A AT YOUR PROBES? Maybe swap a few probes and see what you get.
=0A Patrick Thyssen
=0A
=0A --- On Sun, 8/22/10, Kelly McMullen =0A wrote:
=0A
=0A From: Kelly McMullen <kellym(at)aviating.com>
=0A Subject: Re: RV10-List: TMXIO-540 and GAMI injectors
=0A To: rv10-list(at)matronics.com
=0A Date: Sunday, August 22, 2010, 3:46 PM =0A =0A --> RV10-List message
posted by: Kelly McMullen
=0A
=0A
=0A About the only thing left is your dry tappet clearances. Your engine
=0A builder should be able to give you what those clearances are. Ideally
=0A the clearances are in the middle of the allowable range and similar fo
r
=0A each
=0A cylinder..............................................................
...................=0A
=0A Alternatively you could measure the amount of movement of each rocker
=0A arm. Intakes should be the same and exhausts the same. Has anyone look
ed
=0A inside your sump/intake manifold to ensure there is no obstruction, no
r
=0A anything loose in there? Something is wrong if your #3&4 peak last wit
h
=0A the leanest nozzles and #5 peaks first with the richest nozzle.
=0A Still not understanding how the engine could be running smoothly with
=0A that wide a difference in mixtures between cylinders.
=0A
=0A On 8/22/2010 7:40 AM, Alan Mekler wrote:
=0A > -->=C2- RV10-List message posted by: "Alan Mekler"
=0A >
=0A > Kelly,
=0A > I just looked at my injectors cylinder 3 and 4 have the leanest
=0A > injectors(GAMI A) while cylinder 5 has the richest injector (Gami J
=0A plus)
=0A > Alan
=0A >
=0A > -----Original Message-----
=0A > From: owner-rv10-list-server(at)matronics.com
=0A > [mailto:owner-rv10-list-server(at)matronics.com]=0A On Behalf Of Kelly
McMullen
=0A > Sent: Saturday, August 21, 2010 8:13 PM
=0A > To: rv10-list(at)matronics.com
=0A > Subject: Re: RV10-List: TMXIO-540 and GAMI injectors
=0A >
=0A > -->=C2- RV10-List message posted by: Kelly McMullen
=0A >
=0A >=C2- =C2- Perhaps you are working on the wrong end of the problem
.=0A #3&4 are
=0A > peaking last, so must be too rich. The rest of the cylinders are pea
king
=0A > within 0.4gph of #5. You also will need to gather measurements every
0.2
=0A > gph to better detect the peaks once you get those two cylinders clos
er
=0A > to the rest.
=0A >
=0A > On 8/21/2010 3:59 PM, Alan Mekler wrote:
=0A >> Patrick,
=0A >>
=0A >> Before switching to the GAMIs my cylinder #5 peaked at 2.5 gallons
l
=0A >> than my richest cylinder #3. After changing to GAMIs (my 3^rd set)
=0A I'm
=0A >> down to a 1 gallon spread. GAMI has given me the richest injector
=0A they
=0A >> make for cylinder # 5 but it still peaks early.
=0A >>
=0A >> Here is my latest flight data flying at 7000 MSL 22 inches/ 2400=0A
rpm.
=0A >>
=0A >> Alan
=0A >>
=0A >> 13 12.5 12.1 11.7 11.3 11.0 10.5 10.3 Fuel flow gal/hr
=0A >>
=0A >> 1420 1438 1468 1474 1453 1438 1422 1403 cylinder #1
=0A >>
=0A >> 1381 1398 1428 1452 1447 1437 1412 1373 cylinder #2
=0A >>
=0A >> 1393 1409 1438 1456 1473 1468 1448 1414 cylinder #3
=0A >>
=0A >> 1400 1417 1449 1468 1477 1470 1450 1414 cylinder #4
=0A >>
=0A >> 1434 1467 1469 1443 1415 1411 1400 1435 cylinder # 5
=0A >>
=0A >> 1410 1430 1463 1474 1458 1441 1420 1397 cylinder #6
=0A >>
=0A >> other method
=0A >>
=0A >> cylinder #1 1472 peak @ 11.5
=0A >>
=0A >> cylinder #2 1451 peak@ 11.2
=0A >>
=0A >> cylinder #3 1472 peak @ 11.1
=0A >>
=0A >> cylinder#4 1477 peak @ 11.2
=0A >>
=0A >> cylinder #5 1473 peak @ 12.1
=0A >>
=0A >> cylinder #6 1474 peak @ 11.5
=0A >>
=0A >>=0A ---------------------------------------------------------------
---------
=0A >>
=0A >> *From:* owner-rv10-list-server(at)matronics.com
=0A >> [mailto:owner-rv10-list-server(at)matronics.com]=0A *On Behalf Of *Pa
trick
=0A >> Thyssen
=0A >> *Sent:* Saturday, August 21, 2010 5:22 PM
=0A >> *To:* rv10-list(at)matronics.com
=0A >> *Subject:* Re: RV10-List: TMXIO-540 and GAMI injectors
=0A >>
=0A >> ? Have you done the coke bottle check? Has anyone messed with the
=0A >> lines from the spider to injectors? Are we sure the lines are the
=0A >> right ones? The other thing have you had any problems with your EGT
=0A >> system. Could your EGT probes be bad?
=0A >> Peaking or not peaking where they should?
=0A >> Just a few thoughts
=0A >> Patrick Thyssen
=0A >>
=0A >> --- On *Sat, 8/21/10, Alan Mekler //* wrote:
=0A >>
=0A >>
=0A >> From: Alan Mekler<amekler(at)metrocast.net>
=0A >> Subject: RV10-List: TMXIO-540 and GAMI injectors
=0A >> To: rv10-list(at)matronics.com
=0A >> Date: Saturday, August 21, 2010, 11:04 AM
=0A >>
=0A >> I have been trying the GAMI injectors( on the 4^th set now) but=0A
found
=0A >> the fuel flow on the cylinders varies widely. My cylinder #5 has th
e
=0A >> richest injector and it still peaks a gallon or more before the=0A
other
=0A >> cylinders Before gamis it was 2.5 gallons.. Has any one had this
=0A >> problem? Any solutions?
=0A >>
=0A >> GAMI does not why the fuel is so unbalanced in this engine. I have
=0A 95
=0A >> hours on the engine and all compressions are good. No intake leaks.
=0A >>
=0A >> Alan
=0A >>
=0A >> N668G
=0A >>
=0A >>
=0A >>
=0A >> *=C2- *
=0A >> *=C2- *
=0A >> **
=0A >> **
=0A >> **
=0A >> *http://www.matronics.com/Navigator?RV10-List*
=0A >> **
=0A >> **
=0A >> *http://forums.matronics.com*
=0A >> **
=0A >> **
=0A >> *http://www.matronics.com/contribution*
=0A >> *=C2- *
=0A >> *
=0A >>
=0A >>
=0A >> *
=0A >
=0A >atronics.com/Navigator?RV10-List" target="_blank">http://www.matr
onics.co======================
== http://www.matronics.com/cont=============
==
=0A
Navigator to
much much
href="http://www.matronics.com/Navigator?RV10-List">http://www.matronics.
com/Navigator?RV10-List
Web
href="http://forums.matronics.com">http://forums.matronics.com
href="http://www.matronics.com/contribution">http://www.matronics.com/c
===========
=0A =0A =0A=0A=0A =C2- =0A=0A=0A=0A=0A=0A=0A=0A=0A
________________________________________________________________________________
| From: | "Alan Mekler" <amekler(at)metrocast.net> |
| Subject: | TMXIO-540 and GAMI injectors |
Sounds simple enough. I have the precision silver hawk ex fuel injection
system.
Alan
-----Original Message-----
From: owner-rv10-list-server(at)matronics.com
[mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Kelly McMullen
Sent: Sunday, August 22, 2010 7:18 PM
Subject: Re: RV10-List: TMXIO-540 and GAMI injectors
Simple, but I don't think it will show anything if the engine is
running smoothly. You don't say if it runs smoothly LOP.
Coke bottle, or baby food jar test.....six bottles, disconnect each
injector fuel line, and carefully(minimal or no bending) place each one
in bottle. Place mixture full rich, turn on boost pump and observe flow.
Shut off before any bottle fills. Compare the volume in each bottle.
Remove injectors and carefully install on each fuel line, repeat bottle
test observing spray pattern from each injector. Should be uniform spray
from each one.
On 8/22/2010 4:00 PM, Alan Mekler wrote:
>
> Patrick,
>
> Give me the details of the coke bottle test. I'm going to try
> switching probes.
>
> The odd thing is the engine runs smooth.
>
> Alan
>
> ------------------------------------------------------------------------
>
> *From:* owner-rv10-list-server(at)matronics.com
> [mailto:owner-rv10-list-server(at)matronics.com] *On Behalf Of *Patrick
> Thyssen
> *Sent:* Sunday, August 22, 2010 5:53 PM
> *To:* rv10-list(at)matronics.com
> *Subject:* Re: RV10-List: TMXIO-540 and GAMI injectors
>
> HAVE YOU DONE THE COKE BOTTLE TEST WITHOUT THE INJECTORS. SINCE EACH
> INJECTOR WILL BE DIFFERENT NOW. HAVE YOU LOOKED AT YOUR PROBES? Maybe
> swap a few probes and see what you get.
> Patrick Thyssen
>
> --- On *Sun, 8/22/10, Kelly McMullen //* wrote:
>
>
> From: Kelly McMullen <kellym(at)aviating.com>
> Subject: Re: RV10-List: TMXIO-540 and GAMI injectors
> To: rv10-list(at)matronics.com
> Date: Sunday, August 22, 2010, 3:46 PM
>
> >
>
>
> About the only thing left is your dry tappet clearances. Your engine
> builder should be able to give you what those clearances are. Ideally
> the clearances are in the middle of the allowable range and similar for
> each
>
cylinder....................................................................
.............
>
> Alternatively you could measure the amount of movement of each rocker
> arm. Intakes should be the same and exhausts the same. Has anyone looked
> inside your sump/intake manifold to ensure there is no obstruction, nor
> anything loose in there? Something is wrong if your #3&4 peak last with
> the leanest nozzles and #5 peaks first with the richest nozzle.
> Still not understanding how the engine could be running smoothly with
> that wide a difference in mixtures between cylinders.
>
> On 8/22/2010 7:40 AM, Alan Mekler wrote:
> >
> >
> > Kelly,
> > I just looked at my injectors cylinder 3 and 4 have the leanest
> > injectors(GAMI A) while cylinder 5 has the richest injector (Gami J
plus)
> > Alan
> >
> > -----Original Message-----
> > From: owner-rv10-list-server(at)matronics.com
>
> > [mailto:owner-rv10-list-server(at)matronics.com
> ] On Behalf Of
> Kelly McMullen
> > Sent: Saturday, August 21, 2010 8:13 PM
> > To: rv10-list(at)matronics.com
> > Subject: Re: RV10-List: TMXIO-540 and GAMI injectors
> >
> >
> >
> > Perhaps you are working on the wrong end of the problem. #3&4 are
> > peaking last, so must be too rich. The rest of the cylinders are peaking
> > within 0.4gph of #5. You also will need to gather measurements every 0.2
> > gph to better detect the peaks once you get those two cylinders closer
> > to the rest.
> >
> > On 8/21/2010 3:59 PM, Alan Mekler wrote:
> >> Patrick,
> >>
> >> Before switching to the GAMIs my cylinder #5 peaked at 2.5 gallons l
> >> than my richest cylinder #3. After changing to GAMIs (my 3^rd set) I'm
> >> down to a 1 gallon spread. GAMI has given me the richest injector they
> >> make for cylinder # 5 but it still peaks early.
> >>
> >> Here is my latest flight data flying at 7000 MSL 22 inches/ 2400 rpm.
> >>
> >> Alan
> >>
> >> 13 12.5 12.1 11.7 11.3 11.0 10.5 10.3 Fuel flow gal/hr
> >>
> >> 1420 1438 1468 1474 1453 1438 1422 1403 cylinder #1
> >>
> >> 1381 1398 1428 1452 1447 1437 1412 1373 cylinder #2
> >>
> >> 1393 1409 1438 1456 1473 1468 1448 1414 cylinder #3
> >>
> >> 1400 1417 1449 1468 1477 1470 1450 1414 cylinder #4
> >>
> >> 1434 1467 1469 1443 1415 1411 1400 1435 cylinder # 5
> >>
> >> 1410 1430 1463 1474 1458 1441 1420 1397 cylinder #6
> >>
> >> other method
> >>
> >> cylinder #1 1472 peak @ 11.5
> >>
> >> cylinder #2 1451 peak@ 11.2
> >>
> >> cylinder #3 1472 peak @ 11.1
> >>
> >> cylinder#4 1477 peak @ 11.2
> >>
> >> cylinder #5 1473 peak @ 12.1
> >>
> >> cylinder #6 1474 peak @ 11.5
> >>
> >>
------------------------------------------------------------------------
> >>
> >> *From:* owner-rv10-list-server(at)matronics.com
>
> >> [mailto:owner-rv10-list-server(at)matronics.com
> ] *On Behalf Of
> *Patrick
> >> Thyssen
> >> *Sent:* Saturday, August 21, 2010 5:22 PM
> >> *To:* rv10-list(at)matronics.com
> >> *Subject:* Re: RV10-List: TMXIO-540 and GAMI injectors
> >>
> >> ? Have you done the coke bottle check? Has anyone messed with the
> >> lines from the spider to injectors? Are we sure the lines are the
> >> right ones? The other thing have you had any problems with your EGT
> >> system. Could your EGT probes be bad?
> >> Peaking or not peaking where they should?
> >> Just a few thoughts
> >> Patrick Thyssen
> >>
> >> --- On *Sat, 8/21/10, Alan Mekler / >/* wrote:
> >>
> >>
> >> From: Alan Mekler<amekler(at)metrocast.net
> >
> >> Subject: RV10-List: TMXIO-540 and GAMI injectors
> >> To: rv10-list(at)matronics.com
> >> Date: Saturday, August 21, 2010, 11:04 AM
> >>
> >> I have been trying the GAMI injectors( on the 4^th set now) but found
> >> the fuel flow on the cylinders varies widely. My cylinder #5 has the
> >> richest injector and it still peaks a gallon or more before the other
> >> cylinders Before gamis it was 2.5 gallons.. Has any one had this
> >> problem? Any solutions?
> >>
> >> GAMI does not why the fuel is so unbalanced in this engine. I have 95
> >> hours on the engine and all compressions are good. No intake leaks.
> >>
> >> Alan
> >>
> >> N668G
> >>
> >>
> >>
> >> * *
> >> * *
> >> **
> >> **
> >> **
> >> *http://www.matronics.com/Navigator?RV10-List*
> >> **
> >> **
> >> *http://forums.matronics.com*
> >> **
> >> **
> >> *http://www.matronics.com/contribution*
> >> * *
> >> *
> >>
> >>
> >> *
> >
> >atronics.com/Navigator?RV10-List"
>
target="_blank">http://www.matronics.co========================http://www.ma
tronics.com/cont===============
>
>
> *
> Navigator to
> much much
>
href="http://www.matronics.com/Navigator?RV10-List">http://www.matronics.com
/Navigator?RV10-List
> Web
> href="http://forums.matronics.com">http://forums.matronics.com
> href="http://www.matronics.com/contribution">http://www.matronics.com/c
===========*
> * *
> * *
>
> * *
>
> **
>
>
> **
________________________________________________________________________________
| From: | "Alan Mekler" <amekler(at)metrocast.net> |
| Subject: | TMXIO-540 and GAMI injectors |
Patrick,
Which SB are you referring to?
Alan
_____
From: owner-rv10-list-server(at)matronics.com
[mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Patrick Thyssen
Sent: Sunday, August 22, 2010 7:24 PM
Subject: RE: RV10-List: TMXIO-540 and GAMI injectors
That's why you need to know the probes are OK. They may be giving you a
wrong signal. The coke bottle test is, undo your injector lines from the
injectors, put the same size glass bottle under them and turn on your boost
pump, fill bottle about 3/4 and see if the same amount of fuel is in all the
glass bottles. Normally you do it with your injectors on but since you have
different injectors it won't work that way.
Just my way of checking.
Patrick Thyssen
Have you done the SB on the throttle body. The gasket and G on plug. I just
checked another RV10 and he had not done it and it was loose.
--- On Sun, 8/22/10, Alan Mekler wrote:
From: Alan Mekler <amekler(at)metrocast.net>
Subject: RE: RV10-List: TMXIO-540 and GAMI injectors
Date: Sunday, August 22, 2010, 6:00 PM
Patrick,
Give me the details of the coke bottle test. I'm going to try switching
probes.
The odd thing is the engine runs smooth.
Alan
_____
From: owner-rv10-list-server(at)matronics.com
[mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Patrick Thyssen
Sent: Sunday, August 22, 2010 5:53 PM
Subject: Re: RV10-List: TMXIO-540 and GAMI injectors
HAVE YOU DONE THE COKE BOTTLE TEST WITHOUT THE INJECTORS. SINCE EACH
INJECTOR WILL BE DIFFERENT NOW. HAVE YOU LOOKED AT YOUR PROBES? Maybe swap
a few probes and see what you get.
Patrick Thyssen
--- On Sun, 8/22/10, Kelly McMullen wrote:
From: Kelly McMullen <kellym(at)aviating.com>
Subject: Re: RV10-List: TMXIO-540 and GAMI injectors
Date: Sunday, August 22, 2010, 3:46 PM
About the only thing left is your dry tappet clearances. Your engine
builder should be able to give you what those clearances are. Ideally
the clearances are in the middle of the allowable range and similar for
each
cylinder....................................................................
.............
Alternatively you could measure the amount of movement of each rocker
arm. Intakes should be the same and exhausts the same. Has anyone looked
inside your sump/intake manifold to ensure there is no obstruction, nor
anything loose in there? Something is wrong if your #3&4 peak last with
the leanest nozzles and #5 peaks first with the richest nozzle.
Still not understanding how the engine could be running smoothly with
that wide a difference in mixtures between cylinders.
On 8/22/2010 7:40 AM, Alan Mekler wrote:
> --> RV10-List message posted by: "Alan Mekler"
>
> Kelly,
> I just looked at my injectors cylinder 3 and 4 have the leanest
> injectors(GAMI A) while cylinder 5 has the richest injector (Gami J plus)
> Alan
>
> -----Original Message-----
> From: owner-rv10-list-server(at)matronics.com
> [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Kelly McMullen
> Sent: Saturday, August 21, 2010 8:13 PM
> To: rv10-list(at)matronics.com
> Subject: Re: RV10-List: TMXIO-540 and GAMI injectors
>
> --> RV10-List message posted by: Kelly McMullen
>
> Perhaps you are working on the wrong end of the problem. #3&4 are
> peaking last, so must be too rich. The rest of the cylinders are peaking
> within 0.4gph of #5. You also will need to gather measurements every 0.2
> gph to better detect the peaks once you get those two cylinders closer
> to the rest.
>
> On 8/21/2010 3:59 PM, Alan Mekler wrote:
>> Patrick,
>>
>> Before switching to the GAMIs my cylinder #5 peaked at 2.5 gallons l
>> than my richest cylinder #3. After changing to GAMIs (my 3^rd set) I'm
>> down to a 1 gallon spread. GAMI has given me the richest injector they
>> make for cylinder # 5 but it still peaks early.
>>
>> Here is my latest flight data flying at 7000 MSL 22 inches/ 2400 rpm.
>>
>> Alan
>>
>> 13 12.5 12.1 11.7 11.3 11.0 10.5 10.3 Fuel flow gal/hr
>>
>> 1420 1438 1468 1474 1453 1438 1422 1403 cylinder #1
>>
>> 1381 1398 1428 1452 1447 1437 1412 1373 cylinder #2
>>
>> 1393 1409 1438 1456 1473 1468 1448 1414 cylinder #3
>>
>> 1400 1417 1449 1468 1477 1470 1450 1414 cylinder #4
>>
>> 1434 1467 1469 1443 1415 1411 1400 1435 cylinder # 5
>>
>> 1410 1430 1463 1474 1458 1441 1420 1397 cylinder #6
>>
>> other method
>>
>> cylinder #1 1472 peak @ 11.5
>>
>> cylinder #2 1451 peak@ 11.2
>>
>> cylinder #3 1472 peak @ 11.1
>>
>> cylinder#4 1477 peak @ 11.2
>>
>> cylinder #5 1473 peak @ 12.1
>>
>> cylinder #6 1474 peak @ 11.5
>>
>> ------------------------------------------------------------------------
>>
>> *From:* owner-rv10-list-server(at)matronics.com
>> [mailto:owner-rv10-list-server(at)matronics.com] *On Behalf Of *Patrick
>> Thyssen
>> *Sent:* Saturday, August 21, 2010 5:22 PM
>> *To:* rv10-list(at)matronics.com
>> *Subject:* Re: RV10-List: TMXIO-540 and GAMI injectors
>>
>> ? Have you done the coke bottle check? Has anyone messed with the
>> lines from the spider to injectors? Are we sure the lines are the
>> right ones? The other thing have you had any problems with your EGT
>> system. Could your EGT probes be bad?
>> Peaking or not peaking where they should?
>> Just a few thoughts
>> Patrick Thyssen
>>
>> --- On *Sat, 8/21/10, Alan Mekler //* wrote:
>>
>>
>> From: Alan Mekler<amekler(at)metrocast.net>
>> Subject: RV10-List: TMXIO-540 and GAMI injectors
>> To: rv10-list(at)matronics.com
>> Date: Saturday, August 21, 2010, 11:04 AM
>>
>> I have been trying the GAMI injectors( on the 4^th set now) but found
>> the fuel flow on the cylinders varies widely. My cylinder #5 has the
>> richest injector and it still peaks a gallon or more before the other
>> cylinders Before gamis it was 2.5 gallons.. Has any one had this
>> problem? Any solutions?
>>
>> GAMI does not why the fuel is so unbalanced in this engine. I have 95
>> hours on the engine and all compressions are good. No intake leaks.
>>
>> Alan
>>
>> N668G
>>
>>
>>
>> * *
>> * *
>> **
>> **
>> **
>> *http://www.matronics.com/Navigator?RV10-List*
>> **
>> **
>> *http://forums.matronics.com*
>> **
>> **
>> *http://www.matronics.com/contribution*
>> * *
>> *
>>
>>
>> *
>
>atronics.com/Navigator?RV10-List"
target="_blank">http://www.matronics.co=======================
http://www.matronics.com/cont===============
Navigator to
much much
href="http://www.matronics.com/Navigator?RV10-List">http://www.matronics.com
/Navigator?RV10-List
Web
href="http://forums.matronics.com">http://forums.matronics.com
href="http://www.matronics.com/contribution">http://www.matronics.com/c
===========
http://www.matronics.com/Navigator?RV10-List< -->
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or=>
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________________________________________________________________________________
| From: | Kelly McMullen <kellym(at)aviating.com> |
| Subject: | Re: TMXIO-540 and GAMI injectors |
It is actually an AD on the fuel injection servos to check the
security of the plug on the side. Some have been found loose and hanging
by the safety wire.
AD 2008-08-14
SUMMARY: This document publishes in the Federal Register an amendment
adopting emergency
airworthiness directive (AD) 2008-06-51 that was sent previously to all
known U.S. owners and
operators of Lycoming Engines IO, (L)IO, TIO, (L)TIO, AEIO, AIO, IGO,
IVO, and HIO series
reciprocating engines, TCM TSIO-360-RB reciprocating engines, and
Superior Air Parts, Inc. IO-360
series reciprocating engines with certain Precision Airmotive LLC RSA-5
and RSA-10 series fuel
injection servos. This AD results from eighteen reports of fuel
injection servo plugs, part number
(P/N) 383493, that had loosened or completely backed out of the threaded
plug hole on the regulator
cover of the fuel injection servo. These servo plugs were installed with
servo plug gasket, P/N
365533, under the plug hex-head. We are issuing this AD to prevent a
lean running engine, which
could result in a substantial loss of engine power and subsequent loss
of control of the airplane
(f) Inspect the fuel injection servo plug, P/N 383493, for looseness, by
attempting to turn it by
hand, while being careful not to damage the safety wire or seal. If the
plug moves, it is loose.
(g) If the plug is not loose, go to paragraph (i) of this AD.
(h) If the plug is loose, do the following:
(1) Carefully cut and remove the safety wire that spans between the
servo plug and regulator
cover only.
(2) Remove the servo plug while ensuring that the gasket, P/N 365533,
that is behind the plug, is
not lost. The gasket may be slightly stuck to the regulator cover.
(3) Examine the threads on the servo plug and regulator cover for
damage. Threads should be
smooth and consistent, with no burrs or chips. The servo plug outer
diameter threads should also
measure within 0.7419-0.7500-inch.
(4) If the threads on either the servo plug or the regulator cover are
damaged, or do not measure
within the limits in paragraph (h)(3) of this AD, the servo is not
eligible for any installation and must
be replaced before further flight.
(5) Inspect the gasket, P/N 365533, for tears and other damage. We are
allowing the re-use of
undamaged gaskets. Replace damaged gaskets with a new gasket, P/N 365533.
(6) When reassembling, do not install any servo plug or regulator cover
that is not eligible for
installation. Install the gasket onto the servo plug and reassemble the
servo plug to the regulator
cover.
(7) Torque the servo plug to a new, higher torque of 90-100 in-lbs, to
help maintain the proper
clamp-up force against the plug and cover.
(8) Safety wire the servo plug with 0.025-inch diameter wire to the
regulator cover. Information
on properly safety wiring the plug can be found in Precision Airmotive
LLC Mandatory Service
Bulletin No. PRS-107, Revision 1, dated March 6, 2008.
(9) Inspect all other safety wire on the servo. Replace any that are
damaged.
On 8/22/2010 4:32 PM, Alan Mekler wrote:
>
> Patrick,
>
> Which SB are you referring to?
>
> Alan
>
> ------------------------------------------------------------------------
>
> *From:* owner-rv10-list-server(at)matronics.com
> [mailto:owner-rv10-list-server(at)matronics.com] *On Behalf Of *Patrick
> Thyssen
> *Sent:* Sunday, August 22, 2010 7:24 PM
> *To:* rv10-list(at)matronics.com
> *Subject:* RE: RV10-List: TMXIO-540 and GAMI injectors
>
> That's why you need to know the probes are OK. They may be giving you
> a wrong signal. The coke bottle test is, undo your injector lines from
> the injectors, put the same size glass bottle under them and turn on
> your boost pump, fill bottle about 3/4 and see if the same amount of
> fuel is in all the glass bottles. Normally you do it with your
> injectors on but since you have different injectors it won't work that
> way.
> Just my way of checking.
> Patrick Thyssen
> Have you done the SB on the throttle body. The gasket and G on plug.
> I just checked another RV10 and he had not done it and it was loose.
>
>
> --- On *Sun, 8/22/10, Alan Mekler //* wrote:
>
>
> From: Alan Mekler <amekler(at)metrocast.net>
> Subject: RE: RV10-List: TMXIO-540 and GAMI injectors
> To: rv10-list(at)matronics.com
> Date: Sunday, August 22, 2010, 6:00 PM
>
> Patrick,
>
> Give me the details of the coke bottle test. I'm going to try
> switching probes.
>
> The odd thing is the engine runs smooth.
>
> Alan
>
> ------------------------------------------------------------------------
>
> *From:* owner-rv10-list-server(at)matronics.com
> [mailto:owner-rv10-list-server(at)matronics.com] *On Behalf Of *Patrick
> Thyssen
> *Sent:* Sunday, August 22, 2010 5:53 PM
> *To:* rv10-list(at)matronics.com
> *Subject:* Re: RV10-List: TMXIO-540 and GAMI injectors
>
> HAVE YOU DONE THE COKE BOTTLE TEST WITHOUT THE INJECTORS. SINCE EACH
> INJECTOR WILL BE DIFFERENT NOW. HAVE YOU LOOKED AT YOUR PROBES? Maybe
> swap a few probes and see what you get.
> Patrick Thyssen
>
> --- On *Sun, 8/22/10, Kelly McMullen //* wrote:
>
>
> From: Kelly McMullen <kellym(at)aviating.com>
> Subject: Re: RV10-List: TMXIO-540 and GAMI injectors
> To: rv10-list(at)matronics.com
> Date: Sunday, August 22, 2010, 3:46 PM
>
>
> About the only thing left is your dry tappet clearances. Your engine
> builder should be able to give you what those clearances are. Ideally
> the clearances are in the middle of the allowable range and similar for
> each
> cylinder.................................................................................
>
> Alternatively you could measure the amount of movement of each rocker
> arm. Intakes should be the same and exhausts the same. Has anyone looked
> inside your sump/intake manifold to ensure there is no obstruction, nor
> anything loose in there? Something is wrong if your #3&4 peak last with
> the leanest nozzles and #5 peaks first with the richest nozzle.
> Still not understanding how the engine could be running smoothly with
> that wide a difference in mixtures between cylinders.
>
> On 8/22/2010 7:40 AM, Alan Mekler wrote:
> > --> RV10-List message posted by: "Alan Mekler"
> >
> > Kelly,
> > I just looked at my injectors cylinder 3 and 4 have the leanest
> > injectors(GAMI A) while cylinder 5 has the richest injector (Gami J plus)
> > Alan
> >
> > -----Original Message-----
> > From: owner-rv10-list-server(at)matronics.com
> > [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Kelly McMullen
> > Sent: Saturday, August 21, 2010 8:13 PM
> > To: rv10-list(at)matronics.com
> > Subject: Re: RV10-List: TMXIO-540 and GAMI injectors
> >
> > --> RV10-List message posted by: Kelly McMullen
> >
> > Perhaps you are working on the wrong end of the problem. #3&4 are
> > peaking last, so must be too rich. The rest of the cylinders are peaking
> > within 0.4gph of #5. You also will need to gather measurements every 0.2
> > gph to better detect the peaks once you get those two cylinders closer
> > to the rest.
> >
> > On 8/21/2010 3:59 PM, Alan Mekler wrote:
> >> Patrick,
> >>
> >> Before switching to the GAMIs my cylinder #5 peaked at 2.5 gallons l
> >> than my richest cylinder #3. After changing to GAMIs (my 3^rd set) I'm
> >> down to a 1 gallon spread. GAMI has given me the richest injector they
> >> make for cylinder # 5 but it still peaks early.
> >>
> >> Here is my latest flight data flying at 7000 MSL 22 inches/ 2400 rpm.
> >>
> >> Alan
> >>
> >> 13 12.5 12.1 11.7 11.3 11.0 10.5 10.3 Fuel flow gal/hr
> >>
> >> 1420 1438 1468 1474 1453 1438 1422 1403 cylinder #1
> >>
> >> 1381 1398 1428 1452 1447 1437 1412 1373 cylinder #2
> >>
> >> 1393 1409 1438 1456 1473 1468 1448 1414 cylinder #3
> >>
> >> 1400 1417 1449 1468 1477 1470 1450 1414 cylinder #4
> >>
> >> 1434 1467 1469 1443 1415 1411 1400 1435 cylinder # 5
> >>
> >> 1410 1430 1463 1474 1458 1441 1420 1397 cylinder #6
> >>
> >> other method
> >>
> >> cylinder #1 1472 peak @ 11.5
> >>
> >> cylinder #2 1451 peak@ 11.2
> >>
> >> cylinder #3 1472 peak @ 11.1
> >>
> >> cylinder#4 1477 peak @ 11.2
> >>
> >> cylinder #5 1473 peak @ 12.1
> >>
> >> cylinder #6 1474 peak @ 11.5
> >>
> >> ------------------------------------------------------------------------
> >>
> >> *From:* owner-rv10-list-server(at)matronics.com
> >> [mailto:owner-rv10-list-server(at)matronics.com] *On Behalf Of *Patrick
> >> Thyssen
> >> *Sent:* Saturday, August 21, 2010 5:22 PM
> >> *To:* rv10-list(at)matronics.com
> >> *Subject:* Re: RV10-List: TMXIO-540 and GAMI injectors
> >>
> >> ? Have you done the coke bottle check? Has anyone messed with the
> >> lines from the spider to injectors? Are we sure the lines are the
> >> right ones? The other thing have you had any problems with your EGT
> >> system. Could your EGT probes be bad?
> >> Peaking or not peaking where they should?
> >> Just a few thoughts
> >> Patrick Thyssen
> >>
> >> --- On *Sat, 8/21/10, Alan Mekler //* wrote:
> >>
> >>
> >> From: Alan Mekler<amekler(at)metrocast.net>
> >> Subject: RV10-List: TMXIO-540 and GAMI injectors
> >> To: rv10-list(at)matronics.com
> >> Date: Saturday, August 21, 2010, 11:04 AM
> >>
> >> I have been trying the GAMI injectors( on the 4^th set now) but found
> >> the fuel flow on the cylinders varies widely. My cylinder #5 has the
> >> richest injector and it still peaks a gallon or more before the other
> >> cylinders Before gamis it was 2.5 gallons.. Has any one had this
> >> problem? Any solutions?
> >>
> >> GAMI does not why the fuel is so unbalanced in this engine. I have 95
> >> hours on the engine and all compressions are good. No intake leaks.
> >>
> >> Alan
> >>
> >> N668G
> >>
> >>
> >>
> >> * *
> >> * *
> >> **
> >> **
> >> **
> >> *http://www.matronics.com/Navigator?RV10-List*
> >> **
> >> **
> >> *http://forums.matronics.com*
> >> **
> >> **
> >> *http://www.matronics.com/contribution*
> >> * *
> >> *
> >>
> >>
> >> *
> >
> >atronics.com/Navigator?RV10-List"
> target="_blank">http://www.matronics.co========================
> http://www.matronics.com/cont===============
>
>
> *
>
> Navigator to
>
> much much
>
> href="http://www.matronics.com/Navigator?RV10-List">http://www.matronics.com/Navigator?RV10-List
>
> Web
>
> href="http://forums.matronics.com">http://forums.matronics.com
>
> href="http://www.matronics.com/contribution">http://www.matronics.com/c ==========
>
> *
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> * *
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________________________________________________________________________________
| From: | "Alan Mekler" <amekler(at)metrocast.net> |
| Subject: | TMXIO-540 and GAMI injectors |
Thanks. I'll look into it.
Alan
_____
From: owner-rv10-list-server(at)matronics.com
[mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Kelly McMullen
Sent: Sunday, August 22, 2010 8:07 PM
Subject: Re: RV10-List: TMXIO-540 and GAMI injectors
It is actually an AD on the fuel injection servos to check the security of
the plug on the side. Some have been found loose and hanging by the safety
wire.
AD 2008-08-14
SUMMARY: This document publishes in the Federal Register an amendment
adopting emergency
airworthiness directive (AD) 2008-06-51 that was sent previously to all
known U.S. owners and
operators of Lycoming Engines IO, (L)IO, TIO, (L)TIO, AEIO, AIO, IGO, IVO,
and HIO series
reciprocating engines, TCM TSIO-360-RB reciprocating engines, and Superior
Air Parts, Inc. IO-360
series reciprocating engines with certain Precision Airmotive LLC RSA-5 and
RSA-10 series fuel
injection servos. This AD results from eighteen reports of fuel injection
servo plugs, part number
(P/N) 383493, that had loosened or completely backed out of the threaded
plug hole on the regulator
cover of the fuel injection servo. These servo plugs were installed with
servo plug gasket, P/N
365533, under the plug hex-head. We are issuing this AD to prevent a lean
running engine, which
could result in a substantial loss of engine power and subsequent loss of
control of the airplane
(f) Inspect the fuel injection servo plug, P/N 383493, for looseness, by
attempting to turn it by
hand, while being careful not to damage the safety wire or seal. If the plug
moves, it is loose.
(g) If the plug is not loose, go to paragraph (i) of this AD.
(h) If the plug is loose, do the following:
(1) Carefully cut and remove the safety wire that spans between the servo
plug and regulator
cover only.
(2) Remove the servo plug while ensuring that the gasket, P/N 365533, that
is behind the plug, is
not lost. The gasket may be slightly stuck to the regulator cover.
(3) Examine the threads on the servo plug and regulator cover for damage.
Threads should be
smooth and consistent, with no burrs or chips. The servo plug outer diameter
threads should also
measure within 0.7419-0.7500-inch.
(4) If the threads on either the servo plug or the regulator cover are
damaged, or do not measure
within the limits in paragraph (h)(3) of this AD, the servo is not eligible
for any installation and must
be replaced before further flight.
(5) Inspect the gasket, P/N 365533, for tears and other damage. We are
allowing the re-use of
undamaged gaskets. Replace damaged gaskets with a new gasket, P/N 365533.
(6) When reassembling, do not install any servo plug or regulator cover that
is not eligible for
installation. Install the gasket onto the servo plug and reassemble the
servo plug to the regulator
cover.
(7) Torque the servo plug to a new, higher torque of 90-100 in-lbs, to help
maintain the proper
clamp-up force against the plug and cover.
(8) Safety wire the servo plug with 0.025-inch diameter wire to the
regulator cover. Information
on properly safety wiring the plug can be found in Precision Airmotive LLC
Mandatory Service
Bulletin No. PRS-107, Revision 1, dated March 6, 2008.
(9) Inspect all other safety wire on the servo. Replace any that are
damaged.
On 8/22/2010 4:32 PM, Alan Mekler wrote:
Patrick,
Which SB are you referring to?
Alan
_____
From: owner-rv10-list-server(at)matronics.com
[mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Patrick Thyssen
Sent: Sunday, August 22, 2010 7:24 PM
Subject: RE: RV10-List: TMXIO-540 and GAMI injectors
That's why you need to know the probes are OK. They may be giving you a
wrong signal. The coke bottle test is, undo your injector lines from the
injectors, put the same size glass bottle under them and turn on your boost
pump, fill bottle about 3/4 and see if the same amount of fuel is in all the
glass bottles. Normally you do it with your injectors on but since you have
different injectors it won't work that way.
Just my way of checking.
Patrick Thyssen
Have you done the SB on the throttle body. The gasket and G on plug. I just
checked another RV10 and he had not done it and it was loose.
--- On Sun, 8/22/10, Alan Mekler
wrote:
From: Alan Mekler <mailto:amekler(at)metrocast.net> <amekler(at)metrocast.net>
Subject: RE: RV10-List: TMXIO-540 and GAMI injectors
Date: Sunday, August 22, 2010, 6:00 PM
Patrick,
Give me the details of the coke bottle test. I'm going to try switching
probes.
The odd thing is the engine runs smooth.
Alan
_____
From: owner-rv10-list-server(at)matronics.com
[mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Patrick Thyssen
Sent: Sunday, August 22, 2010 5:53 PM
Subject: Re: RV10-List: TMXIO-540 and GAMI injectors
HAVE YOU DONE THE COKE BOTTLE TEST WITHOUT THE INJECTORS. SINCE EACH
INJECTOR WILL BE DIFFERENT NOW. HAVE YOU LOOKED AT YOUR PROBES? Maybe swap
a few probes and see what you get.
Patrick Thyssen
--- On Sun, 8/22/10, Kelly McMullen
wrote:
From: Kelly McMullen <mailto:kellym(at)aviating.com> <kellym(at)aviating.com>
Subject: Re: RV10-List: TMXIO-540 and GAMI injectors
Date: Sunday, August 22, 2010, 3:46 PM
About the only thing left is your dry tappet clearances. Your engine
builder should be able to give you what those clearances are. Ideally
the clearances are in the middle of the allowable range and similar for
each
cylinder....................................................................
.............
Alternatively you could measure the amount of movement of each rocker
arm. Intakes should be the same and exhausts the same. Has anyone looked
inside your sump/intake manifold to ensure there is no obstruction, nor
anything loose in there? Something is wrong if your #3&4 peak last with
the leanest nozzles and #5 peaks first with the richest nozzle.
Still not understanding how the engine could be running smoothly with
that wide a difference in mixtures between cylinders.
On 8/22/2010 7:40 AM, Alan Mekler wrote:
> --> RV10-List message posted by: "Alan Mekler"
>
> Kelly,
> I just looked at my injectors cylinder 3 and 4 have the leanest
> injectors(GAMI A) while cylinder 5 has the richest injector (Gami J plus)
> Alan
>
> -----Original Message-----
> From: owner-rv10-list-server(at)matronics.com
> [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Kelly McMullen
> Sent: Saturday, August 21, 2010 8:13 PM
> To: rv10-list(at)matronics.com
> Subject: Re: RV10-List: TMXIO-540 and GAMI injectors
>
> --> RV10-List message posted by: Kelly McMullen
>
> Perhaps you are working on the wrong end of the problem. #3&4 are
> peaking last, so must be too rich. The rest of the cylinders are peaking
> within 0.4gph of #5. You also will need to gather measurements every 0.2
> gph to better detect the peaks once you get those two cylinders closer
> to the rest.
>
> On 8/21/2010 3:59 PM, Alan Mekler wrote:
>> Patrick,
>>
>> Before switching to the GAMIs my cylinder #5 peaked at 2.5 gallons l
>> than my richest cylinder #3. After changing to GAMIs (my 3^rd set) I'm
>> down to a 1 gallon spread. GAMI has given me the richest injector they
>> make for cylinder # 5 but it still peaks early.
>>
>> Here is my latest flight data flying at 7000 MSL 22 inches/ 2400 rpm.
>>
>> Alan
>>
>> 13 12.5 12.1 11.7 11.3 11.0 10.5 10.3 Fuel flow gal/hr
>>
>> 1420 1438 1468 1474 1453 1438 1422 1403 cylinder #1
>>
>> 1381 1398 1428 1452 1447 1437 1412 1373 cylinder #2
>>
>> 1393 1409 1438 1456 1473 1468 1448 1414 cylinder #3
>>
>> 1400 1417 1449 1468 1477 1470 1450 1414 cylinder #4
>>
>> 1434 1467 1469 1443 1415 1411 1400 1435 cylinder # 5
>>
>> 1410 1430 1463 1474 1458 1441 1420 1397 cylinder #6
>>
>> other method
>>
>> cylinder #1 1472 peak @ 11.5
>>
>> cylinder #2 1451 peak@ 11.2
>>
>> cylinder #3 1472 peak @ 11.1
>>
>> cylinder#4 1477 peak @ 11.2
>>
>> cylinder #5 1473 peak @ 12.1
>>
>> cylinder #6 1474 peak @ 11.5
>>
>> ------------------------------------------------------------------------
>>
>> *From:* owner-rv10-list-server(at)matronics.com
>> [mailto:owner-rv10-list-server(at)matronics.com] *On Behalf Of *Patrick
>> Thyssen
>> *Sent:* Saturday, August 21, 2010 5:22 PM
>> *To:* rv10-list(at)matronics.com
>> *Subject:* Re: RV10-List: TMXIO-540 and GAMI injectors
>>
>> ? Have you done the coke bottle check? Has anyone messed with the
>> lines from the spider to injectors? Are we sure the lines are the
>> right ones? The other thing have you had any problems with your EGT
>> system. Could your EGT probes be bad?
>> Peaking or not peaking where they should?
>> Just a few thoughts
>> Patrick Thyssen
>>
>> --- On *Sat, 8/21/10, Alan Mekler /
/* wrote:
>>
>>
>> From: Alan Mekler <mailto:amekler(at)metrocast.net> <amekler(at)metrocast.net>
>> Subject: RV10-List: TMXIO-540 and GAMI injectors
>> To: rv10-list(at)matronics.com
>> Date: Saturday, August 21, 2010, 11:04 AM
>>
>> I have been trying the GAMI injectors( on the 4^th set now) but found
>> the fuel flow on the cylinders varies widely. My cylinder #5 has the
>> richest injector and it still peaks a gallon or more before the other
>> cylinders Before gamis it was 2.5 gallons.. Has any one had this
>> problem? Any solutions?
>>
>> GAMI does not why the fuel is so unbalanced in this engine. I have 95
>> hours on the engine and all compressions are good. No intake leaks.
>>
>> Alan
>>
>> N668G
>>
>>
>>
>> * *
>> * *
>> **
>> **
>> **
>> *http://www.matronics.com/Navigator?RV10-List*
>> **
>> **
>> *http://forums.matronics.com*
>> **
>> **
>> *http://www.matronics.com/contribution*
>> * *
>> *
>>
>>
>> *
>
>atronics.com/Navigator?RV10-List"
target="_blank">http://www.matronics.co=======================
http://www.matronics.com/cont===============
Navigator to
much much
href=
"http://www.matronics.com/Navigator?RV10-List">http://www.matronics.com/Navi
gator?RV10-List
Web
href=
"http://forums.matronics.com">http://forums.matronics.com
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===========
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http://www.matronics.com/contribution
________________________________________________________________________________
| From: | Patrick Thyssen <jump2(at)sbcglobal.net> |
| Subject: | Re: TMXIO-540 and GAMI injectors |
You need the SB so you can see how they want you to comply,esp. safety wiri
ng the plug.
Patrick Thyssen
--- On Sun, 8/22/10, Kelly McMullen wrote:
From: Kelly McMullen <kellym(at)aviating.com>
Subject: Re: RV10-List: TMXIO-540 and GAMI injectors
Date: Sunday, August 22, 2010, 7:07 PM
=0A=0A =0A=0A =0A It is actually an AD on the fuel injection servos to
check the=0A security of the plug on the side. Some have been found loo
se and=0A hanging by the safety wire.
=0A AD 2008-08-14
=0A SUMMARY: This document publishes in the Federal Register an=0A am
endment adopting emergency
=0A airworthiness directive (AD) 2008-06-51 that was sent previously to
=0A all known U.S. owners and
=0A operators of Lycoming Engines IO, (L)IO, TIO, (L)TIO, AEIO, AIO,=0A
IGO, IVO, and HIO series
=0A reciprocating engines, TCM TSIO-360-RB reciprocating engines, and=0A
Superior Air Parts, Inc. IO-360
=0A series reciprocating engines with certain Precision Airmotive LLC=0A
RSA-5 and RSA-10 series fuel
=0A injection servos. This AD results from eighteen reports of fuel=0A
injection servo plugs, part number
=0A (P/N) 383493, that had loosened or completely backed out of the=0A
threaded plug hole on the regulator
=0A cover of the fuel injection servo. These servo plugs were installed
=0A with servo plug gasket, P/N
=0A 365533, under the plug hex-head. We are issuing this AD to prevent a
=0A lean running engine, which
=0A could result in a substantial loss of engine power and subsequent=0A
loss of control of the airplane
=0A (f) Inspect the fuel injection servo=0A plug, P/N 383493, for l
ooseness, by attempting to turn it by
=0A hand, while being careful not to damage the safety wire or seal.
=0A If the plug moves, it is loose.
=0A (g) If the plug is not loose, go to paragraph (i) of this AD.
=0A (h) If the plug is loose, do the following:
=0A (1) Carefully cut and remove the safety wire that spans between=0A
the servo plug and regulator
=0A cover only.
=0A (2) Remove the servo plug while ensuring that the gasket, P/N=0A
365533, that is behind the plug, is
=0A not lost. The gasket may be slightly stuck to the regulator cover.
=0A (3) Examine the threads on the servo plug and regulator cover for
=0A damage. Threads should be
=0A smooth and consistent, with no burrs or chips. The servo plug=0A
outer diameter threads should also
=0A measure within 0.7419-0.7500-inch.
=0A (4) If the threads on either the servo plug or the regulator cover
=0A are damaged, or do not measure
=0A within the limits in paragraph (h)(3) of this AD, the servo is not
=0A eligible for any installation and must
=0A be replaced before further flight.
=0A (5) Inspect the gasket, P/N 365533, for tears and other damage. We
=0A are allowing the re-use of
=0A undamaged gaskets. Replace damaged gaskets with a new gasket, P/N
=0A 365533.
=0A (6) When reassembling, do not install any servo plug or regulator
=0A cover that is not eligible for
=0A installation. Install the gasket onto the servo plug and=0A r
eassemble the servo plug to the regulator
=0A cover.
=0A (7) Torque the servo plug to a new, higher torque of 90-100=0A
in-lbs, to help maintain the proper
=0A clamp-up force against the plug and cover.
=0A (8) Safety wire the servo plug with 0.025-inch diameter wire to=0A
the regulator cover. Information
=0A on properly safety wiring the plug can be found in Precision=0A
Airmotive LLC Mandatory Service
=0A Bulletin No. PRS-107, Revision 1, dated March 6, 2008.
=0A (9) Inspect all other safety wire on the servo. Replace any that
=0A are damaged.
=0A =0A
=0A On 8/22/2010 4:32 PM, Alan Mekler wrote:=0A =0A =0A =0A
=0A =0A=0A=0A =0A Patrick, =0A Which=0A
SB are you referring to? =0A Alan =0A =C2- =0A
=C2- =0A =0A =0A =0A =0A
From:=0A owner-rv10-list-server(at)matronics.com=0A
[mailto:owner-rv10-list-server(at)matronics.com] On=0A
Behalf Of Patrick Thyssen
=0A Sent:=0A Sunday, August 22, 2010 7:24=0A
PM
=0A To:=0A rv10-list(at)matronics.com
=0A Subject:=0A RE: RV10-List: TMXIO-540=0A
and GAMI injectors =0A =0A =C2- =0A
=0A =0A =0A =0A That's why
you=0A need to know the probes are OK. They may be giv
ing=0A you a wrong signal. The coke bottle test is, un
do=0A your injector lines from the injectors, put the
=0A same size glass bottle under them and turn on your
=0A boost pump, fill bottle about 3/4 and see if the
=0A same amount of fuel is in all the glass bottles.
=0A Normally you do it with your injectors on but=0A
since you have different injectors it won't work=0A
that way.
=0A Just my way of checking.
=0A Patrick Thyssen
=0A Have you done the SB on the throttle=C2- body. T
he=0A gasket and G on plug. I just checked another RV1
0=0A and he had not done it and it was loose.
=0A
=0A
=0A --- On Sun,=0A 8/22/10, A
lan Mekler =0A wrote: =0A
=0A From: Alan Mekler <amekler(at)metrocast.net>
=0A Subject: RE: RV10-List: TMXIO-540 and GAMI=0A
injectors
=0A To: rv10-list(at)matronics.com
=0A Date: Sunday, August 22, 2010, 6:00 PM =0A
=0A =0A Patrick, =0A
=C2-Give me the details of the coke=0A
bottle test. I=99m going to try switching=0A
probes. =0A The odd thing is the engine runs=0A
smooth. =0A Alan =0A
=C2- =0A =0A =0A
=0A From:=0A
owner-rv10-list-server(at)matronics.com=0A [mailto:
owner-rv10-list-server(at)matronics.com]=0A On=0A
Behalf Of Patrick Thyssen
=0A Sent:=0A Sunday,
August 22, 2010 5:53 PM
=0A To:=0A rv10-list@
matronics.com
=0A Subject:=0A Re: R
V10-List: TMXIO-540 and GAMI injectors =0A =0A
=C2- =0A =0A =0A
=0A =0A
HAVE YOU DONE=0A THE COKE BOTTLE TEST WI
THOUT=C2- THE=0A INJECTORS. SINCE EACH I
NJECTOR WILL BE=0A DIFFERENT NOW.=C2- HA
VE YOU LOOKED AT=0A YOUR PROBES? Maybe swa
p a few probes=0A and see what you get.
=0A Patrick Thyssen
=0A
=0A --- On Sun, 8/22/10, Kelly=0A
McMullen =0A
wrote: =0A
=0A From: Kelly McMullen=0A
=0A Subject: Re: RV10-List: TMXIO-540 and
=0A GAMI injectors
=0A To: rv10-list(at)matronics.com
=0A Date: Sunday, August 22, 2010, 3:46 PM
=0A =0A -->=0A
RV10-List message posted by: Kelly=0A
McMullen
=0A
=0A
=0A About the only thing left is your=0A
dry tappet clearances. Your engine
=0A builder should be able to give you
=0A what those clearances are. Ideally
=0A the clearances are in the middle of
=0A the allowable range and similar for
=0A
=0A each
=0A cylinder............................
.....................................................=0A=0A
=0A Alternatively you could measure the
=0A amount of movement of each rocker
=0A arm. Intakes should be the same and
=0A exhausts the same. Has anyone looked
=0A
=0A inside your sump/intake manifold to
=0A ensure there is no obstruction, nor
=0A
=0A anything loose in there? Something
=0A is wrong if your #3&4 peak last=0A
with
=0A the leanest nozzles and #5 peaks=0A
first with the richest nozzle.
=0A Still not understanding how the=0A
engine could be running smoothly=0A
with
=0A that wide a difference in mixtures
=0A between cylinders.
=0A
=0A On 8/22/2010 7:40 AM, Alan Mekler=0A
wrote:
=0A > -->=C2- RV10-List message=0A
posted by: "Alan=0A
Mekler"
=0A >
=0A > Kelly,
=0A > I just looked at my injectors=0A
cylinder 3 and 4 have the leanest
=0A > injectors(GAMI A) while=0A
cylinder 5 has the richest injector=0A
(Gami J plus)
=0A > Alan
=0A >
=0A > -----Original Message-----
=0A > From:=0A
owner-rv10-list-server(at)matronics.com
=0A >=0A
[mailto:owner-rv10-list-server(at)matronics.com]=0A
On Behalf Of Kelly McMullen
=0A > Sent: Saturday, August 21, 2010=0A
8:13 PM
=0A > To: rv10-list(at)matronics.com
=0A > Subject: Re: RV10-List:=0A
TMXIO-540 and GAMI injectors
=0A >
=0A > -->=C2- RV10-List message=0A
posted by: Kelly=0A
McMullen
=0A >
=0A >=C2- =C2- Perhaps you are worki
ng on=0A the wrong end of the problem.
=0A #3&4 are
=0A > peaking last, so must be too=0A
rich. The rest of the cylinders are=0A
peaking
=0A > within 0.4gph of #5. You also=0A
will need to gather measurements=0A
every 0.2
=0A > gph to better detect the peaks=0A
once you get those two cylinders=0A
closer
=0A > to the rest.
=0A >
=0A > On 8/21/2010 3:59 PM, Alan=0A
Mekler wrote:
=0A >> Patrick,
=0A >>
=0A >> Before switching to the=0A
GAMIs my cylinder #5 peaked at 2.5=0A
gallons l
=0A >> than my richest cylinder=0A
#3. After changing to GAMIs (my 3^rd=0A
set) I'm
=0A >> down to a 1 gallon spread.=0A
GAMI has given me the richest=0A
injector they
=0A >> make for cylinder # 5 but=0A
it still peaks early.
=0A >>
=0A >> Here is my latest flight=0A
data flying at 7000 MSL 22 inches/=0A
2400 rpm.
=0A >>
=0A >> Alan
=0A >>
=0A >> 13 12.5 12.1 11.7 11.3 11.0=0A
10.5 10.3 Fuel flow gal/hr
=0A >>
=0A >> 1420 1438 1468 1474 1453=0A
1438 1422 1403 cylinder #1
=0A >>
=0A >> 1381 1398 1428 1452 1447=0A
1437 1412 1373 cylinder #2
=0A >>
=0A >> 1393 1409 1438 1456 1473=0A
1468 1448 1414 cylinder #3
=0A >>
=0A >> 1400 1417 1449 1468 1477=0A
1470 1450 1414 cylinder #4
=0A >>
=0A >> 1434 1467 1469 1443 1415=0A
1411 1400 1435 cylinder # 5
=0A >>
=0A >> 1410 1430 1463 1474 1458=0A
1441 1420 1397 cylinder #6
=0A >>
=0A >> other method
=0A >>
=0A >> cylinder #1 1472 peak @=0A
11.5
=0A >>
=0A >> cylinder #2 1451 peak@ 11.2
=0A >>
=0A >> cylinder #3 1472 peak @=0A
11.1
=0A >>
=0A >> cylinder#4 1477 peak @ 11.2
=0A >>
=0A >> cylinder #5 1473 peak @=0A
12.1
=0A >>
=0A >> cylinder #6 1474 peak @=0A
11.5
=0A >>
=0A >>=0A
----------------------------------------------------------------------
--
=0A >>
=0A >> *From:*=0A
owner-rv10-list-server(at)matronics.com
=0A >>=0A
[mailto:owner-rv10-list-server(at)matronics.com]=0A
*On Behalf Of *Patrick
=0A >> Thyssen
=0A >> *Sent:* Saturday, August=0A
21, 2010 5:22 PM
=0A >> *To:*=0A
rv10-list(at)matronics.com
=0A >> *Subject:* Re: RV10-List:=0A
TMXIO-540 and GAMI injectors
=0A >>
=0A >> ? Have you done the coke=0A
bottle check? Has anyone messed with=0A
the
=0A >> lines from the spider to=0A
injectors? Are we sure the lines are=0A
the
=0A >> right ones? The other thing=0A
have you had any problems with your=0A
EGT
=0A >> system. Could your EGT=0A
probes be bad?
=0A >> Peaking or not peaking=0A
where they should?
=0A >> Just a few thoughts
=0A >> Patrick Thyssen
=0A >>
=0A >> --- On *Sat, 8/21/10, Alan=0A
Mekler=0A
//*=0A wrote:
=0A >>
=0A >>
=0A >> From: Alan=0A
Mekler
=0A >> Subject: RV10-List:=0A
TMXIO-540 and GAMI injectors
=0A >> To: rv10-list(at)matronics.com
=0A >> Date: Saturday, August 21,=0A
2010, 11:04 AM
=0A >>
=0A >> I have been trying the GAMI=0A
injectors( on the 4^th set now) but=0A
found
=0A >> the fuel flow on the=0A
cylinders varies widely. My cylinder=0A
#5 has the
=0A >> richest injector and it=0A
still peaks a gallon or more before=0A
the other
=0A >> cylinders Before gamis it=0A
was 2.5 gallons.. Has any one had=0A
this
=0A >> problem? Any solutions?
=0A >>
=0A >> GAMI does not why the fuel=0A
is so unbalanced in this engine. I=0A
have 95
=0A >> hours on the engine and all=0A
compressions are good. No intake=0A
leaks.
=0A >>
=0A >> Alan
=0A >>
=0A >> N668G
=0A >>
=0A >>
=0A >>
=0A >> *=C2- *
=0A >> *=C2- *
=0A >> **
=0A >> **
=0A >> **
=0A >> *http://www.matronics.com/Navigat
or?RV10-List*
=0A >> **
=0A >> **
=0A >> *http://forums.matronics.com*
=0A >> **
=0A >> **
=0A >> *http://www.matronics.com/contrib
ution*
=0A >> *=C2- *
=0A >> *
=0A >>
=0A >>
=0A >> *
=0A >
=0A >atronics.com/Navigator?RV10-List"
=0A target="_blank">http://www.matroni
cs.co=======================
==0A=0Ahttp://www.matronics.com/cont============
===
=0A
=0A
=0A =0A =0A
=0A =0A
=0A =0A
=C2- Navigator to
much much
href="http://www.matronics.com/Navigator?RV10-List">http://www.matronics.
com/Navigator?RV10-List
Web
href="http://forums.matronics.com">http://forums.matronics.com
href="http://www.matronics.com/contribution">http://www.matronics.com/c
=C2- =========== =C2-
=C2- =0A =0A =C2- =0A
http://www.matronics.com/Navigator?RV10-List<=C2- --> =0A
=C2- =0A =0A =0A
=0A =0A =0A =0A
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http://forums.matronics.com
http://www.matronics.com/contribution =C2- =0A =0A
=0A =0A =0A =0A =C2- =0A
=0A
=0A =0A =0A
________________________________________________________________________________
| From: | Kelly McMullen <kellym(at)aviating.com> |
| Subject: | Re: Miniumum fuel comfort zone |
Tim, I agree with all but the concept of gunk at the bottom of the
tank only getting pulled into the system as the tank goes dry. The
maximum flow out of the tank is at full power when you are using that
tank and are nose high. In other words the max flow to dislodge anything
at the bottom is on departure, not in cruise or descent. If something
sticks enough to still be there as you empty that tank, it isn't going
anywhere with the last gallon of fuel. I think you realize this, but it
is a hard image to dismiss.
Kelly
On 8/22/2010 7:28 PM, Tim Olson wrote:
>
> You know, I somewhat feel the same regarding fuel,
> First, if you run a tank to the very end, you're going
> to have a little more chance to get all the gunk
> and water that may be at that low spot in the tank.
> Granted that since our inlet is obviously REALLY close
> to the low spot, it probably doesn't matter much, but
> just in concept, I don't know that bottom feeding
> on the tank is such a great normal routine.
>
________________________________________________________________________________
| Subject: | Re: TMXIO-540 and GAMI injectors |
| From: | Richard Martin <martinaerodrome(at)gmail.com> |
Alan,
I experienced a similar problem on my RV8. I switched to Air Flow
Performance injecters that have tunable inserts that alow you to micromanage
the fuel flow on each injecter. On my RV8 I found that I needed .026,,027
and .028 inserts . If you call them, talk to Dan Rivera and he will advise
the corect proceedure.
Good Luck
Dick Martin
RV8 N233M
the fast one
On Sat, Aug 21, 2010 at 11:04 AM, Alan Mekler wrote:
> I have been trying the GAMI injectors( on the 4th set now) but found the
> fuel flow on the cylinders varies widely. My cylinder #5 has the richest
> injector and it still peaks a gallon or more before the other cylinders
> Before gamis it was 2.5 gallons.. Has any one had this problem? Any
> solutions?
>
> GAMI does not why the fuel is so unbalanced in this engine. I have 95 hours
> on the engine and all compressions are good. No intake leaks.
>
> Alan
>
> N668G
>
> *
>
> *
>
>
________________________________________________________________________________
| From: | "DLM" <dlm34077(at)cox.net> |
| Subject: | GRT standard probes. |
I started flying with 6 standard EIS 6000 probes. I have had five
failures in 310 hours. I don't know whether it is just a bad batch or
what. I have three of their higher quality probes (white taped leads)
which were their replacements and they have not failed yet, but they
have less than 150 hours on them. The latest failure occurred last
Saturday and since I had already ordered a set of EI P-110, I am going
to change them all as opposed to changing them individually every 50-100
hours. So far my failures occurred at <200, 210, 250,278,and 310 hours.
Temperatures were normally 1375-1420 (as measured by the EIS) and
located 2" from the exhaust flange. My previous experience with probes
is 2000 hours on Insight GEM 603 with one failure and 530 hours on an EI
SU8A with no failures. Has anyone else had any EGT probe difficulties?
________________________________________________________________________________
| From: | "DLM" <dlm34077(at)cox.net> |
Just started to look at additional things to do that improve
reliability.
A check with Skytec indicates that the starters are engineered for about
5500 starts. At 2 starts per hour that should be about 2700 hours. The
starter can be rebuilt for about $160-200.
The plane power alternator which Vans supplies, should have new brush
assembly at 1000 hours. The replacement part assembly which includes the
regulator circuitry, is about $50. I plan to add the assembly to my
parts kit.
I already carry an additional master contactor, a starter relay, several
serviceable sparkplugs and prop O-ring. The tool box contains , in
additional to tools, additional wire, safety wire, tie wraps, electrical
connectors, fuses, screws, bolts and washers.
Anyone else carrying additional spare parts? Many FBOs can't/won't
(insurance) work on your experimental because they do not have
continuing airworthiness data.
N46007 at 310TT
________________________________________________________________________________
| From: | "DLM" <dlm34077(at)cox.net> |
Just a heads up. If you swap the GRT EGT probes for another brand, i.e.
EI P-110, you may require some additional length on the GRT EIS wires.
The GRT probes have a length of about 24" while my replacements have
only 12". This means I will have to splice with crimp connectors for
cylinder 1 and 2.
________________________________________________________________________________
| From: | "Carl Froehlich" <carl.froehlich(at)verizon.net> |
A couple more:
- Spare fuel cap. The pin connecting the tab may break. You can
get the cap off with a vice grip but having a spare once you get it off
makes life easier when on the road.
- Spare alternator belt. An FBO may be able to help pull the prop
to replace it.
Carl Froehlich
RV-8A (550 hrs)
RV-10 (system install)
From: owner-rv10-list-server(at)matronics.com
[mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of DLM
Sent: Tuesday, August 24, 2010 4:10 PM
Subject: RV10-List: reliability
Just started to look at additional things to do that improve reliability.
A check with Skytec indicates that the starters are engineered for about
5500 starts. At 2 starts per hour that should be about 2700 hours. The
starter can be rebuilt for about $160-200.
The plane power alternator which Vans supplies, should have new brush
assembly at 1000 hours. The replacement part assembly which includes the
regulator circuitry, is about $50. I plan to add the assembly to my parts
kit.
I already carry an additional master contactor, a starter relay, several
serviceable sparkplugs and prop O-ring. The tool box contains , in
additional to tools, additional wire, safety wire, tie wraps, electrical
connectors, fuses, screws, bolts and washers.
Anyone else carrying additional spare parts? Many FBOs can't/won't
(insurance) work on your experimental because they do not have continuing
airworthiness data.
N46007 at 310TT
________________________________________________________________________________
| From: | Kelly McMullen <kellym(at)aviating.com> |
RV specific parts would be the main thing. If the alternator belt is a
standard Lycoming part (likely) any FBO will have or can get it from the
nearest National Aviation Parts Alternative (NAPA) store. Most of your
engine compartment stuff is either going to be stock Lycoming, or
homebuilt specific, so keep that in mind for spares. Starter and master
relays that Vans supplies are stock Cessna parts. Spark plugs will
depend on whether you have aviation plugs (18mm) or auto plugs (14mm).
All are considerations for choosing which parts to use in the first
place...will a failure leave you AOG, or is a spare easy and cheap to carry.
On 8/24/2010 3:21 PM, Carl Froehlich wrote:
>
> A couple more:
>
> - Spare fuel cap. The pin connecting the tab may break. You can get
> the cap off with a vice grip but having a spare once you get it off
> makes life easier when on the road.
>
> - Spare alternator belt. An FBO may be able to help pull the prop to
> replace it.
>
> Carl Froehlich
>
> RV-8A (550 hrs)
>
> RV-10 (system install)
>
> *From:* owner-rv10-list-server(at)matronics.com
> [mailto:owner-rv10-list-server(at)matronics.com] *On Behalf Of *DLM
> *Sent:* Tuesday, August 24, 2010 4:10 PM
> *To:* rv10-list(at)matronics.com
> *Subject:* RV10-List: reliability
>
> Just started to look at additional things to do that improve reliability.
>
> A check with Skytec indicates that the starters are engineered for
> about 5500 starts. At 2 starts per hour that should be about 2700
> hours. The starter can be rebuilt for about $160-200.
>
> The plane power alternator which Vans supplies, should have new brush
> assembly at 1000 hours. The replacement part assembly which includes
> the regulator circuitry, is about $50. I plan to add the assembly to
> my parts kit.
>
> I already carry an additional master contactor, a starter relay,
> several serviceable sparkplugs and prop O-ring. The tool box contains
> , in additional to tools, additional wire, safety wire, tie wraps,
> electrical connectors, fuses, screws, bolts and washers.
>
> Anyone else carrying additional spare parts? Many FBOs can't/won't
> (insurance) work on your experimental because they do not have
> continuing airworthiness data.
>
> N46007 at 310TT
>
> * *
> * *
> http://www.matronic=================
> <http://www.matronics.com/Navigator?RV10-List>http://forums.matronics.com
> - List Contribution Web generous nbsp; -->
> http://www.matronics.com/c=
> * * <http://www.matronics.com/contribution>
> *
>
>
> *
________________________________________________________________________________
| From: | "Bob Leffler" <rv(at)thelefflers.com> |
I'm getting ready to order an engine....
I am looking for opinions pro/con for Precision Airmotive (Bendix) versus
AirFlow Performance.
. Don at Airflow seems to be very active in the experimental
community and provides great support.
. AFP requires a purge valve whereas the Precision doesn't.
. Precision seems to be the default injectors on the OEM from Van's,
Aerosport, and a couple others.
I just exhausted my knowledge on the subject.
________________________________________________________________________________
| From: | "DLM" <dlm46007(at)cox.net> |
I will consider the cap; I plan to keep the part number for the belt
handy; but would buy when needed. Those who safety an extra alt belt to
the engine may find just another weathered belt in an emergency.
----- Original Message -----
From: Carl Froehlich
To: rv10-list(at)matronics.com
Sent: Tuesday, August 24, 2010 3:21 PM
Subject: RE: RV10-List: reliability
A couple more:
- Spare fuel cap. The pin connecting the tab may break. You
can get the cap off with a vice grip but having a spare once you get it
off makes life easier when on the road.
- Spare alternator belt. An FBO may be able to help pull the
prop to replace it.
Carl Froehlich
RV-8A (550 hrs)
RV-10 (system install)
From: owner-rv10-list-server(at)matronics.com
[mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of DLM
Sent: Tuesday, August 24, 2010 4:10 PM
To: rv10-list(at)matronics.com
Subject: RV10-List: reliability
Just started to look at additional things to do that improve
reliability.
A check with Skytec indicates that the starters are engineered for
about 5500 starts. At 2 starts per hour that should be about 2700 hours.
The starter can be rebuilt for about $160-200.
The plane power alternator which Vans supplies, should have new brush
assembly at 1000 hours. The replacement part assembly which includes the
regulator circuitry, is about $50. I plan to add the assembly to my
parts kit.
I already carry an additional master contactor, a starter relay,
several serviceable sparkplugs and prop O-ring. The tool box contains ,
in additional to tools, additional wire, safety wire, tie wraps,
electrical connectors, fuses, screws, bolts and washers.
Anyone else carrying additional spare parts? Many FBOs can't/won't
(insurance) work on your experimental because they do not have
continuing airworthiness data.
N46007 at 310TT
http://www.matronic================
http://forums.matronics.com - List Contribution Web generous
nbsp; --> http://www.matronics.com/c
________________________________________________________________________________
| From: | "Jack Phillips" <pietflyr(at)bellsouth.net> |
I can verify the need for a spare fuel cap. I broke the pin on one cap of
my RV-4 when doing my preflight inspection before making an important trip.
Of course it was a weekend and no parts were available. Fortunately the
caps in the RV-10 wing kit were the same and a quick trip home to rob my
RV-10 (it will be a long time before it needs fuel caps except to keep dust
out of the tanks) and I was on my way.
Jack Phillips
#40610 (wings)
Raleigh, NC
_____
From: owner-rv10-list-server(at)matronics.com
[mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of DLM
Sent: Tuesday, August 24, 2010 9:16 PM
Subject: Re: RV10-List: reliability
I will consider the cap; I plan to keep the part number for the belt handy;
but would buy when needed. Those who safety an extra alt belt to the engine
may find just another weathered belt in an emergency.
----- Original Message -----
From: Carl <mailto:carl.froehlich(at)verizon.net> Froehlich
Sent: Tuesday, August 24, 2010 3:21 PM
Subject: RE: RV10-List: reliability
A couple more:
- Spare fuel cap. The pin connecting the tab may break. You can
get the cap off with a vice grip but having a spare once you get it off
makes life easier when on the road.
- Spare alternator belt. An FBO may be able to help pull the prop
to replace it.
Carl Froehlich
RV-8A (550 hrs)
RV-10 (system install)
From: owner-rv10-list-server(at)matronics.com
[mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of DLM
Sent: Tuesday, August 24, 2010 4:10 PM
Subject: RV10-List: reliability
Just started to look at additional things to do that improve reliability.
A check with Skytec indicates that the starters are engineered for about
5500 starts. At 2 starts per hour that should be about 2700 hours. The
starter can be rebuilt for about $160-200.
The plane power alternator which Vans supplies, should have new brush
assembly at 1000 hours. The replacement part assembly which includes the
regulator circuitry, is about $50. I plan to add the assembly to my parts
kit.
I already carry an additional master contactor, a starter relay, several
serviceable sparkplugs and prop O-ring. The tool box contains , in
additional to tools, additional wire, safety wire, tie wraps, electrical
connectors, fuses, screws, bolts and washers.
Anyone else carrying additional spare parts? Many FBOs can't/won't
(insurance) work on your experimental because they do not have continuing
airworthiness data.
N46007 at 310TT
http://www.matronic================
http://forums.matronics.com - List Contribution Web generous nbsp;
--> http://www.matronics.com/c=
<http://www.matronics.com/contribution>
<http://www.matronics.com/contribution>
<http://www.matronics.com/contribution>
<http://www.matronics.com/contribution>
href="http://www.matronics.com/Navigator?RV10-List">http://www.matronics.com
/Navigator?RV10-List
href="http://forums.matronics.com">http://forums.matronics.com
href="http://www.matronics.com/contribution">http://www.matronics.com/c
________________________________________________________________________________
| From: | Linn Walters <pitts_pilot(at)bellsouth.net> |
DLM wrote:
> I will consider the cap; I plan to keep the part number for the belt
> handy; but would buy when needed. Those who safety an extra alt belt
> to the engine may find just another weathered belt in an emergency.
In order to install a newly purchased belt, you have to remove the prop
along with the cowl. Terribly time consuming even if you have the tools
handy. The belts typically will last for years if aligned and tensioned
properly. A spare, weathered belt is still better than nothing if
you're AOG on a late Sunday afternoon .......
Linn
> ----- Original Message -----
> *From:* Carl Froehlich
> *To:* rv10-list(at)matronics.com
> *Sent:* Tuesday, August 24, 2010 3:21 PM
> *Subject:* RE: RV10-List: reliability
>
> A couple more:
>
> - Spare fuel cap. The pin connecting the tab may break.
> You can get the cap off with a vice grip but having a spare once
> you get it off makes life easier when on the road.
>
> - Spare alternator belt. An FBO may be able to help pull
> the prop to replace it.
>
>
>
> Carl Froehlich
>
> RV-8A (550 hrs)
>
> RV-10 (system install)
>
>
>
> *From:* owner-rv10-list-server(at)matronics.com
> [mailto:owner-rv10-list-server(at)matronics.com] *On Behalf Of *DLM
> *Sent:* Tuesday, August 24, 2010 4:10 PM
> *To:* rv10-list(at)matronics.com
> *Subject:* RV10-List: reliability
>
>
>
> Just started to look at additional things to do that improve
> reliability.
>
>
>
> A check with Skytec indicates that the starters are engineered for
> about 5500 starts. At 2 starts per hour that should be about 2700
> hours. The starter can be rebuilt for about $160-200.
>
>
>
> The plane power alternator which Vans supplies, should have new
> brush assembly at 1000 hours. The replacement part assembly which
> includes the regulator circuitry, is about $50. I plan to add
> the assembly to my parts kit.
>
>
>
> I already carry an additional master contactor, a starter relay,
> several serviceable sparkplugs and prop O-ring. The tool box
> contains , in additional to tools, additional wire, safety wire,
> tie wraps, electrical connectors, fuses, screws, bolts and washers.
>
>
>
> Anyone else carrying additional spare parts? Many FBOs can't/won't
> (insurance) work on your experimental because they do not have
> continuing airworthiness data.
>
>
>
> N46007 at 310TT
>
> * *
>
> * *
>
> http://www.matronic=================http://forums.matronics.com
> - List Contribution Web generous nbsp; -->
> http://www.matronics.com/c=
>
> * * <http://www.matronics.com/contribution>
>
> *
>
> href="http://www.matronics.com/Navigator?RV10-List">http://www.matronics.com/Navigator?RV10-List*
> *href="http://forums.matronics.com">http://forums.matronics.com
> href="http://www.matronics.com/contribution">http://www.matronics.com/c
> *
>
> *
>
>
> *
________________________________________________________________________________
| From: | Rick <ricksked(at)cox.net> |
| Subject: | Re: Fuel Injection |
Bob,
The purge valve is an option but I like mine for removing the
Fuel from the distribution block at shut down as well as pumping cool
fuel during hot starts. Maybe I was lucky but as built by Barrets all
my injectors are right on and I have had to do nothing to operate LOP
with all the temps very close to each other.
Rick S.
N246RS
Sent from my iPhone
On Aug 24, 2010, at 5:44 PM, "Bob Leffler" wrote:
> I=99m getting ready to order an engine..
>
>
> I am looking for opinions pro/con for Precision Airmotive (Bendix)
> versus AirFlow Performance.
>
>
> =C2=B7 Don at Airflow seems to be very active in the
experimental
> community and provides great support.
>
>
> =C2=B7 AFP requires a purge valve whereas the Precision
doesn=99t.
>
>
> =C2=B7 Precision seems to be the default injectors on the OEM
fro
> m Van=99s, Aerosport, and a couple others.
>
>
> I just exhausted my knowledge on the subject.
>
>
________________________________________________________________________________
| From: | "Carl Froehlich" <carl.froehlich(at)verizon.net> |
If given the option, I=99d lean toward the AirFlow Performance
system.
I have that on my 8A and can vouch for it. I run LOP 95% of the time in
cruise and all cylinder EGTs are within 20 degrees (delta between each
EGT temperature and that cylinder=99s temperature at peak EGT). I
got the Precision on my Van=99s IO-540 only because of the great
price I got during a Van=99s engine sale a couple of years ago.
If it ever needs replacing I=99ll back fit with the AirFlow
Performance system.
I too like the purge valve for engine shutdown as it limits the fuel
dripping back down into the filter box.
Carl
From: owner-rv10-list-server(at)matronics.com
[mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Rick
Sent: Tuesday, August 24, 2010 9:32 PM
Subject: Re: RV10-List: Fuel Injection
Bob,
The purge valve is an option but I like mine for removing the
Fuel from the distribution block at shut down as well as pumping cool
fuel during hot starts. Maybe I was lucky but as built by Barrets all my
injectors are right on and I have had to do nothing to operate LOP with
all the temps very close to each other.
Rick S.
N246RS
Sent from my iPhone
On Aug 24, 2010, at 5:44 PM, "Bob Leffler" wrote:
I=99m getting ready to order an engine..
I am looking for opinions pro/con for Precision Airmotive (Bendix)
versus AirFlow Performance.
=C2=B7 Don at Airflow seems to be very active in the
experimental community and provides great support.
=C2=B7 AFP requires a purge valve whereas the Precision
doesn=99t.
=C2=B7 Precision seems to be the default injectors on the OEM
from Van=99s, Aerosport, and a couple others.
I just exhausted my knowledge on the subject.
href="http://www.matronics.com/Navigator?RV10-List">http://www.matronic
s.com/Navigator?RV10-List
href="http://forums.matronics.com">http://forums.matronics.com
href="http://www.matronics.com/contribution">http://www.matronics.com/c
ontribution
________________________________________________________________________________
| Subject: | Re: Fuel Injection |
| From: | Kelly McMullen <apilot2(at)gmail.com> |
Well, I've been operating a Mooney for about 800 hours over the past
dozen years with a Precision RSA fuel injection system on an IO-360A1A
engine. After the first few months of learning how to hot start it
without effort, it hasn't given me a lick of trouble. I had the system
overhauled at the same time I did the rest of the engine 8 years ago.
It has always allowed me to run up to 70 LOP without more than a hint
of roughness, runs with EGT and CHT all within 30 of each other when
about 10 LOP to peak at appropriate power settings. On the other hand,
AirFlow lets you do more fine tuning on your own, if that is your bag.
Precision needs to be properly set up on a flow bench, but if done
right will be good for pretty close to TBO with no more than cleaning
the inlet screen every couple hundred hours and cleaning the injectors
on about the same schedule.
Purge valve to me is just one more thing to deal with, check that it
isn't in the wrong position, etc.
You probably won't go wrong with either system.
Kelly
On Tue, Aug 24, 2010 at 5:44 PM, Bob Leffler wrote:
> Im getting ready to order an engine..
>
>
> I am looking for opinions pro/con for Precision Airmotive (Bendix) versus
> AirFlow Performance.
>
>
> Don at Airflow seems to be very active in the experimental
> community and provides great support.
>
>
> AFP requires a purge valve whereas the Precision doesnt.
>
>
> Precision seems to be the default injectors on the OEM from Vans,
> Aerosport, and a couple others.
>
>
> I just exhausted my knowledge on the subject.
>
>
________________________________________________________________________________
| From: | "Bruceklas" <bruceklas(at)gmail.com> |
________________________________________________________________________________
| From: | "Pascal" <rv10builder(at)verizon.net> |
| Subject: | Re: lessons learned installing plexiglas with Weld-on 10 |
--------------------------------------------------
From: "eagerlee" <eagerlee(at)comcast.net>
Sent: Monday, March 03, 2008 10:08 PM
Subject: RV10-List: lessons learned installing plexiglas with Weld-on 10
>
> We just finished building our windscreen faring so now its on to bigger
> and better things like "trimming out" the final finish of the doors,
> windows and windscreen. The gluing of the door windows was easy. The
> first one we did on the bench per the directions except we applied freshly
> mixed glue to both the plexi and the fiberglass ledge. A few days later
> we installed the door to the cabin and then: AHH!! We found 3 small
> cracks on the edge where one of the clamps held the plexi tight against
> the fiberglass ledge. We stop drilled the cracks and changed technique
> for the second door/window installation. The door was installed on the
> cabin complete with hinges and latches and trimmed to give a good flush
> fit. We used four nylon straps around the entire fuselage and cabin with
> wooden blocks to apply pressure at the window edges. This pressure was
> left in place for about 22 hours and the results were great with NO
> cracks. We then did both rear cabin windows together using !
> the four strap method of holding them in place and when we removed the
> straps and blocks we were saddened by the discovery of dozens of small
> "feathery" cracks at the pressure points. We thought of starting over
> with the rear windows but e-mailed Van's and when Scott said that other
> builders reported these cracks (Van's RV-10 with 1100 hours has them) but
> there have been ZERO failures, we decided to stress the cracks to see if
> we could get them to "run" into the center of the window. We applied heat
> to get the temperature of the window bond up to where the Summer Colorado
> sun might cause it to rise. Then we applied an ice pack to get the
> temperature down to where the lower flight levels might cause it to fall.
> An amazing result - the cracks disappeared. I don't mean that they went
> away - I mean they were VERY difficult (in some cases, impossible) to see.
> We did the windscreen with a combination of clamps on the sides and a
> strap around the cabin to give us holding pre!
> ssure across the top. We got several small cracks at the pres!
> sure poi
>
> nts of the clamps - none at the strap. Our final conclusion is that the
> cracks are caused by high clamping pressure over time and the best way to
> avoid them when using Weld-on 10 is to remove your clamps (or straps)
> after just a few hours, maybe three of four, and keep the pressure down to
> no more than is needed to keep the plexi flush with the cabin. We heated
> all our weld-on 10 bonds to stress relieve them.
>
> Paul Hahn
> #40203
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=167577#167577
>
>
>
________________________________________________________________________________
| Subject: | Re: Fuel Injection |
| From: | Richard Martin <martinaerodrome(at)gmail.com> |
I have a precision system on my 10 year old 2000 hour RV8.
I wish I had the Air Flow because of the purge valve feature. It makes hot
starts a non event.
Dick Martin
RV8 N233M
the fast one
On Tue, Aug 24, 2010 at 7:44 PM, Bob Leffler wrote:
> I=92m getting ready to order an engine=85=85..
>
>
> I am looking for opinions pro/con for Precision Airmotive (Bendix) versus
> AirFlow Performance.
>
>
> =B7 Don at Airflow seems to be very active in the experimental
> community and provides great support.
>
>
> =B7 AFP requires a purge valve whereas the Precision doesn=92t.
>
>
> =B7 Precision seems to be the default injectors on the OEM from
> Van=92s, Aerosport, and a couple others.
>
>
> I just exhausted my knowledge on the subject.
>
> *
>
===========
===========
===========
===========
> *
>
>
________________________________________________________________________________
| From: | "Dawson-Townsend,Timothy" <tdawson-townsend(at)aurora.aero> |
| Subject: | Diamond Doors from AvWeb |
FAA RESPONDS TO DIAMOND DOOR DEPARTURES<http://www.avweb.com/eletter/archiv
es/avflash/1711-full.html#203187>
Responding to "several reports of the rear passenger door departing the air
plane in flight" the FAA Wednesday published proposed rules for owners of c
ertain Diamond aircraft models. "Several reports" appears to translate to 3
1, according to the FAA, and affected models are DA40 and DA40F airplanes.
The FAA is proposing to change the models' "emergency open doors procedure"
via temporary revision to the aircrafts' flight manuals and apply an "impr
oved design" to an open door retention mechanism on some aircraft. The phys
ical change required for door retaining brackets would affect 428 airplanes
in the U.S. registry at an estimated cost of $245 per aircraft. But that c
hange does not affect the door locking mechanism, itself, which Diamond say
s appears to be fine ... so long as pilots actually close the door. More...
<http://www.avweb.com/eletter/archives/avflash/1711-full.html#203187>
Tim Dawson-Townsend
RV-10 40025
APRS KB1URG
tdt(at)aurora.aero
617-500-4812 (office)
617-905-4800 (mobile)
smaller flight
________________________________________________________________________________
| From: | "Alan Mekler" <amekler(at)metrocast.net> |
| Subject: | TMXIO-540 and GAMI injectors |
Kelly,
My engine has had the AD done but we did find an interesting finding. We did
the bottle test with the injectors on and we saw less fuel coming out #5
even though it had the richest injector. So now we know the problem must be
in the flow divider. Not sure what the next step will be. Will try calling
Precision tomorrow.
Alan
_____
From: owner-rv10-list-server(at)matronics.com
[mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Kelly McMullen
Sent: Sunday, August 22, 2010 8:07 PM
Subject: Re: RV10-List: TMXIO-540 and GAMI injectors
It is actually an AD on the fuel injection servos to check the security of
the plug on the side. Some have been found loose and hanging by the safety
wire.
AD 2008-08-14
SUMMARY: This document publishes in the Federal Register an amendment
adopting emergency
airworthiness directive (AD) 2008-06-51 that was sent previously to all
known U.S. owners and
operators of Lycoming Engines IO, (L)IO, TIO, (L)TIO, AEIO, AIO, IGO, IVO,
and HIO series
reciprocating engines, TCM TSIO-360-RB reciprocating engines, and Superior
Air Parts, Inc. IO-360
series reciprocating engines with certain Precision Airmotive LLC RSA-5 and
RSA-10 series fuel
injection servos. This AD results from eighteen reports of fuel injection
servo plugs, part number
(P/N) 383493, that had loosened or completely backed out of the threaded
plug hole on the regulator
cover of the fuel injection servo. These servo plugs were installed with
servo plug gasket, P/N
365533, under the plug hex-head. We are issuing this AD to prevent a lean
running engine, which
could result in a substantial loss of engine power and subsequent loss of
control of the airplane
(f) Inspect the fuel injection servo plug, P/N 383493, for looseness, by
attempting to turn it by
hand, while being careful not to damage the safety wire or seal. If the plug
moves, it is loose.
(g) If the plug is not loose, go to paragraph (i) of this AD.
(h) If the plug is loose, do the following:
(1) Carefully cut and remove the safety wire that spans between the servo
plug and regulator
cover only.
(2) Remove the servo plug while ensuring that the gasket, P/N 365533, that
is behind the plug, is
not lost. The gasket may be slightly stuck to the regulator cover.
(3) Examine the threads on the servo plug and regulator cover for damage.
Threads should be
smooth and consistent, with no burrs or chips. The servo plug outer diameter
threads should also
measure within 0.7419-0.7500-inch.
(4) If the threads on either the servo plug or the regulator cover are
damaged, or do not measure
within the limits in paragraph (h)(3) of this AD, the servo is not eligible
for any installation and must
be replaced before further flight.
(5) Inspect the gasket, P/N 365533, for tears and other damage. We are
allowing the re-use of
undamaged gaskets. Replace damaged gaskets with a new gasket, P/N 365533.
(6) When reassembling, do not install any servo plug or regulator cover that
is not eligible for
installation. Install the gasket onto the servo plug and reassemble the
servo plug to the regulator
cover.
(7) Torque the servo plug to a new, higher torque of 90-100 in-lbs, to help
maintain the proper
clamp-up force against the plug and cover.
(8) Safety wire the servo plug with 0.025-inch diameter wire to the
regulator cover. Information
on properly safety wiring the plug can be found in Precision Airmotive LLC
Mandatory Service
Bulletin No. PRS-107, Revision 1, dated March 6, 2008.
(9) Inspect all other safety wire on the servo. Replace any that are
damaged.
On 8/22/2010 4:32 PM, Alan Mekler wrote:
Patrick,
Which SB are you referring to?
Alan
_____
From: owner-rv10-list-server(at)matronics.com
[mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Patrick Thyssen
Sent: Sunday, August 22, 2010 7:24 PM
Subject: RE: RV10-List: TMXIO-540 and GAMI injectors
That's why you need to know the probes are OK. They may be giving you a
wrong signal. The coke bottle test is, undo your injector lines from the
injectors, put the same size glass bottle under them and turn on your boost
pump, fill bottle about 3/4 and see if the same amount of fuel is in all the
glass bottles. Normally you do it with your injectors on but since you have
different injectors it won't work that way.
Just my way of checking.
Patrick Thyssen
Have you done the SB on the throttle body. The gasket and G on plug. I just
checked another RV10 and he had not done it and it was loose.
--- On Sun, 8/22/10, Alan Mekler
wrote:
From: Alan Mekler <mailto:amekler(at)metrocast.net> <amekler(at)metrocast.net>
Subject: RE: RV10-List: TMXIO-540 and GAMI injectors
Date: Sunday, August 22, 2010, 6:00 PM
Patrick,
Give me the details of the coke bottle test. I'm going to try switching
probes.
The odd thing is the engine runs smooth.
Alan
_____
From: owner-rv10-list-server(at)matronics.com
[mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Patrick Thyssen
Sent: Sunday, August 22, 2010 5:53 PM
Subject: Re: RV10-List: TMXIO-540 and GAMI injectors
HAVE YOU DONE THE COKE BOTTLE TEST WITHOUT THE INJECTORS. SINCE EACH
INJECTOR WILL BE DIFFERENT NOW. HAVE YOU LOOKED AT YOUR PROBES? Maybe swap
a few probes and see what you get.
Patrick Thyssen
--- On Sun, 8/22/10, Kelly McMullen
wrote:
From: Kelly McMullen <mailto:kellym(at)aviating.com> <kellym(at)aviating.com>
Subject: Re: RV10-List: TMXIO-540 and GAMI injectors
Date: Sunday, August 22, 2010, 3:46 PM
About the only thing left is your dry tappet clearances. Your engine
builder should be able to give you what those clearances are. Ideally
the clearances are in the middle of the allowable range and similar for
each
cylinder....................................................................
.............
Alternatively you could measure the amount of movement of each rocker
arm. Intakes should be the same and exhausts the same. Has anyone looked
inside your sump/intake manifold to ensure there is no obstruction, nor
anything loose in there? Something is wrong if your #3&4 peak last with
the leanest nozzles and #5 peaks first with the richest nozzle.
Still not understanding how the engine could be running smoothly with
that wide a difference in mixtures between cylinders.
On 8/22/2010 7:40 AM, Alan Mekler wrote:
> --> RV10-List message posted by: "Alan Mekler"
>
> Kelly,
> I just looked at my injectors cylinder 3 and 4 have the leanest
> injectors(GAMI A) while cylinder 5 has the richest injector (Gami J plus)
> Alan
>
> -----Original Message-----
> From: owner-rv10-list-server(at)matronics.com
> [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Kelly McMullen
> Sent: Saturday, August 21, 2010 8:13 PM
> To: rv10-list(at)matronics.com
> Subject: Re: RV10-List: TMXIO-540 and GAMI injectors
>
> --> RV10-List message posted by: Kelly McMullen
>
> Perhaps you are working on the wrong end of the problem. #3&4 are
> peaking last, so must be too rich. The rest of the cylinders are peaking
> within 0.4gph of #5. You also will need to gather measurements every 0.2
> gph to better detect the peaks once you get those two cylinders closer
> to the rest.
>
> On 8/21/2010 3:59 PM, Alan Mekler wrote:
>> Patrick,
>>
>> Before switching to the GAMIs my cylinder #5 peaked at 2.5 gallons l
>> than my richest cylinder #3. After changing to GAMIs (my 3^rd set) I'm
>> down to a 1 gallon spread. GAMI has given me the richest injector they
>> make for cylinder # 5 but it still peaks early.
>>
>> Here is my latest flight data flying at 7000 MSL 22 inches/ 2400 rpm.
>>
>> Alan
>>
>> 13 12.5 12.1 11.7 11.3 11.0 10.5 10.3 Fuel flow gal/hr
>>
>> 1420 1438 1468 1474 1453 1438 1422 1403 cylinder #1
>>
>> 1381 1398 1428 1452 1447 1437 1412 1373 cylinder #2
>>
>> 1393 1409 1438 1456 1473 1468 1448 1414 cylinder #3
>>
>> 1400 1417 1449 1468 1477 1470 1450 1414 cylinder #4
>>
>> 1434 1467 1469 1443 1415 1411 1400 1435 cylinder # 5
>>
>> 1410 1430 1463 1474 1458 1441 1420 1397 cylinder #6
>>
>> other method
>>
>> cylinder #1 1472 peak @ 11.5
>>
>> cylinder #2 1451 peak@ 11.2
>>
>> cylinder #3 1472 peak @ 11.1
>>
>> cylinder#4 1477 peak @ 11.2
>>
>> cylinder #5 1473 peak @ 12.1
>>
>> cylinder #6 1474 peak @ 11.5
>>
>> ------------------------------------------------------------------------
>>
>> *From:* owner-rv10-list-server(at)matronics.com
>> [mailto:owner-rv10-list-server(at)matronics.com] *On Behalf Of *Patrick
>> Thyssen
>> *Sent:* Saturday, August 21, 2010 5:22 PM
>> *To:* rv10-list(at)matronics.com
>> *Subject:* Re: RV10-List: TMXIO-540 and GAMI injectors
>>
>> ? Have you done the coke bottle check? Has anyone messed with the
>> lines from the spider to injectors? Are we sure the lines are the
>> right ones? The other thing have you had any problems with your EGT
>> system. Could your EGT probes be bad?
>> Peaking or not peaking where they should?
>> Just a few thoughts
>> Patrick Thyssen
>>
>> --- On *Sat, 8/21/10, Alan Mekler /
/* wrote:
>>
>>
>> From: Alan Mekler <mailto:amekler(at)metrocast.net> <amekler(at)metrocast.net>
>> Subject: RV10-List: TMXIO-540 and GAMI injectors
>> To: rv10-list(at)matronics.com
>> Date: Saturday, August 21, 2010, 11:04 AM
>>
>> I have been trying the GAMI injectors( on the 4^th set now) but found
>> the fuel flow on the cylinders varies widely. My cylinder #5 has the
>> richest injector and it still peaks a gallon or more before the other
>> cylinders Before gamis it was 2.5 gallons.. Has any one had this
>> problem? Any solutions?
>>
>> GAMI does not why the fuel is so unbalanced in this engine. I have 95
>> hours on the engine and all compressions are good. No intake leaks.
>>
>> Alan
>>
>> N668G
>>
>>
>>
>> * *
>> * *
>> **
>> **
>> **
>> *http://www.matronics.com/Navigator?RV10-List*
>> **
>> **
>> *http://forums.matronics.com*
>> **
>> **
>> *http://www.matronics.com/contribution*
>> * *
>> *
>>
>>
>> *
>
>atronics.com/Navigator?RV10-List"
target="_blank">http://www.matronics.co=======================
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much much
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<http://www.matronics.com/contribution>
http://www.matronics.com/contribution
________________________________________________________________________________
| Subject: | Re: TMXIO-540 and GAMI injectors |
| From: | Kelly McMullen <apilot2(at)gmail.com> |
You need to repeat the test without the injectors to know that it is not th
e
injector. You also need to verify that the line from the flow divider is
unobstructed.
On Thu, Aug 26, 2010 at 6:42 PM, Alan Mekler wrote:
> Kelly,
>
> My engine has had the AD done but we did find an interesting finding. We
> did the bottle test with the injectors on and we saw less fuel coming out
#5
> even though it had the richest injector. So now we know the problem must
be
> in the flow divider. Not sure what the next step will be. Will try callin
g
> Precision tomorrow.
>
> Alan
>
>
> ------------------------------
>
> *From:* owner-rv10-list-server(at)matronics.com [mailto:
> owner-rv10-list-server(at)matronics.com] *On Behalf Of *Kelly McMullen
> *Sent:* Sunday, August 22, 2010 8:07 PM
>
> *To:* rv10-list(at)matronics.com
> *Subject:* Re: RV10-List: TMXIO-540 and GAMI injectors
>
>
> It is actually an AD on the fuel injection servos to check the security o
f
> the plug on the side. Some have been found loose and hanging by the safet
y
> wire.
> AD 2008-08-14
> SUMMARY: This document publishes in the Federal Register an amendment
> adopting emergency
> airworthiness directive (AD) 2008-06-51 that was sent previously to all
> known U.S. owners and
> operators of Lycoming Engines IO, (L)IO, TIO, (L)TIO, AEIO, AIO, IGO, IVO
,
> and HIO series
> reciprocating engines, TCM TSIO-360-RB reciprocating engines, and Superio
r
> Air Parts, Inc. IO-360
> series reciprocating engines with certain Precision Airmotive LLC RSA-5 a
nd
> RSA-10 series fuel
> injection servos. This AD results from eighteen reports of fuel injection
> servo plugs, part number
> (P/N) 383493, that had loosened or completely backed out of the threaded
> plug hole on the regulator
> cover of the fuel injection servo. These servo plugs were installed with
> servo plug gasket, P/N
> 365533, under the plug hex-head. We are issuing this AD to prevent a lean
> running engine, which
> could result in a substantial loss of engine power and subsequent loss of
> control of the airplane
>
> (f) Inspect the fuel injection servo plug, P/N 383493, for looseness, by
> attempting to turn it by
> hand, while being careful not to damage the safety wire or seal. If the
> plug moves, it is loose.
> (g) If the plug is not loose, go to paragraph (i) of this AD.
> (h) If the plug is loose, do the following:
> (1) Carefully cut and remove the safety wire that spans between the servo
> plug and regulator
> cover only.
> (2) Remove the servo plug while ensuring that the gasket, P/N 365533, tha
t
> is behind the plug, is
> not lost. The gasket may be slightly stuck to the regulator cover.
> (3) Examine the threads on the servo plug and regulator cover for damage.
> Threads should be
> smooth and consistent, with no burrs or chips. The servo plug outer
> diameter threads should also
> measure within 0.7419-0.7500-inch.
> (4) If the threads on either the servo plug or the regulator cover are
> damaged, or do not measure
> within the limits in paragraph (h)(3) of this AD, the servo is not eligib
le
> for any installation and must
> be replaced before further flight.
> (5) Inspect the gasket, P/N 365533, for tears and other damage. We are
> allowing the re-use of
> undamaged gaskets. Replace damaged gaskets with a new gasket, P/N 365533.
> (6) When reassembling, do not install any servo plug or regulator cover
> that is not eligible for
> installation. Install the gasket onto the servo plug and reassemble the
> servo plug to the regulator
> cover.
> (7) Torque the servo plug to a new, higher torque of 90-100 in-lbs, to he
lp
> maintain the proper
> clamp-up force against the plug and cover.
> (8) Safety wire the servo plug with 0.025-inch diameter wire to the
> regulator cover. Information
> on properly safety wiring the plug can be found in Precision Airmotive LL
C
> Mandatory Service
> Bulletin No. PRS-107, Revision 1, dated March 6, 2008.
> (9) Inspect all other safety wire on the servo. Replace any that are
> damaged.
>
>
> On 8/22/2010 4:32 PM, Alan Mekler wrote:
>
> Patrick,
>
> Which SB are you referring to?
>
> Alan
>
>
> ------------------------------
>
> *From:* owner-rv10-list-server(at)matronics.com [
> mailto:owner-rv10-list-server(at)matronics.com]
> *On Behalf Of *Patrick Thyssen
> *Sent:* Sunday, August 22, 2010 7:24 PM
> *To:* rv10-list(at)matronics.com
> *Subject:* RE: RV10-List: TMXIO-540 and GAMI injectors
>
>
> That's why you need to know the probes are OK. They may be giving you a
> wrong signal. The coke bottle test is, undo your injector lines from the
> injectors, put the same size glass bottle under them and turn on your boo
st
> pump, fill bottle about 3/4 and see if the same amount of fuel is in all
the
> glass bottles. Normally you do it with your injectors on but since you ha
ve
> different injectors it won't work that way.
> Just my way of checking.
> Patrick Thyssen
> Have you done the SB on the throttle body. The gasket and G on plug. I
> just checked another RV10 and he had not done it and it was loose.
>
>
> --- On *Sun, 8/22/10, Alan Mekler
> * wrote:
>
>
> From: Alan Mekler <amekler(at)metrocast.net> <amekler(at)metrocast.net>
> Subject: RE: RV10-List: TMXIO-540 and GAMI injectors
> To: rv10-list(at)matronics.com
> Date: Sunday, August 22, 2010, 6:00 PM
>
> Patrick,
>
> Give me the details of the coke bottle test. I=92m going to try switchin
g
> probes.
>
> The odd thing is the engine runs smooth.
>
> Alan
>
>
> ------------------------------
>
> *From:* owner-rv10-list-server(at)matronics.com [
> mailto:owner-rv10-list-server(at)matronics.com]
> *On Behalf Of *Patrick Thyssen
> *Sent:* Sunday, August 22, 2010 5:53 PM
> *To:* rv10-list(at)matronics.com
> *Subject:* Re: RV10-List: TMXIO-540 and GAMI injectors
>
>
> HAVE YOU DONE THE COKE BOTTLE TEST WITHOUT THE INJECTORS. SINCE EACH
> INJECTOR WILL BE DIFFERENT NOW. HAVE YOU LOOKED AT YOUR PROBES? Maybe sw
ap
> a few probes and see what you get.
> Patrick Thyssen
>
> --- On *Sun, 8/22/10, Kelly McMullen
> * wrote:
>
>
> From: Kelly McMullen <kellym(at)aviating.com> <kellym(at)aviating.com>
> Subject: Re: RV10-List: TMXIO-540 and GAMI injectors
> To: rv10-list(at)matronics.com
> Date: Sunday, August 22, 2010, 3:46 PM
>
lym(at)aviating.com>
>
>
> About the only thing left is your dry tappet clearances. Your engine
> builder should be able to give you what those clearances are. Ideally
> the clearances are in the middle of the allowable range and similar for
> each
> cylinder.................................................................
................
>
> Alternatively you could measure the amount of movement of each rocker
> arm. Intakes should be the same and exhausts the same. Has anyone looked
> inside your sump/intake manifold to ensure there is no obstruction, nor
> anything loose in there? Something is wrong if your #3&4 peak last with
> the leanest nozzles and #5 peaks first with the richest nozzle.
> Still not understanding how the engine could be running smoothly with
> that wide a difference in mixtures between cylinders.
>
> On 8/22/2010 7:40 AM, Alan Mekler wrote:
> > --> RV10-List message posted by: "Alan Mekler"<
amekler(at)metrocast.net>
> >
> > Kelly,
> > I just looked at my injectors cylinder 3 and 4 have the leanest
> > injectors(GAMI A) while cylinder 5 has the richest injector (Gami J plu
s)
> > Alan
> >
> > -----Original Message-----
> > From: owner-rv10-list-server(at)matronics.com
> > [mailto:owner-rv10-list-server(at)matronics.com]
> On Behalf Of Kelly McMullen
> > Sent: Saturday, August 21, 2010 8:13 PM
> > To: rv10-list(at)matronics.com
> > Subject: Re: RV10-List: TMXIO-540 and GAMI injectors
> >
> > --> RV10-List message posted by: Kelly McMullen
> >
> > Perhaps you are working on the wrong end of the problem. #3&4 are
> > peaking last, so must be too rich. The rest of the cylinders are peakin
g
> > within 0.4gph of #5. You also will need to gather measurements every 0.
2
> > gph to better detect the peaks once you get those two cylinders closer
> > to the rest.
> >
> > On 8/21/2010 3:59 PM, Alan Mekler wrote:
> >> Patrick,
> >>
> >> Before switching to the GAMIs my cylinder #5 peaked at 2.5 gallons l
> >> than my richest cylinder #3. After changing to GAMIs (my 3^rd set) I'm
> >> down to a 1 gallon spread. GAMI has given me the richest injector they
> >> make for cylinder # 5 but it still peaks early.
> >>
> >> Here is my latest flight data flying at 7000 MSL 22 inches/ 2400 rpm.
> >>
> >> Alan
> >>
> >> 13 12.5 12.1 11.7 11.3 11.0 10.5 10.3 Fuel flow gal/hr
> >>
> >> 1420 1438 1468 1474 1453 1438 1422 1403 cylinder #1
> >>
> >> 1381 1398 1428 1452 1447 1437 1412 1373 cylinder #2
> >>
> >> 1393 1409 1438 1456 1473 1468 1448 1414 cylinder #3
> >>
> >> 1400 1417 1449 1468 1477 1470 1450 1414 cylinder #4
> >>
> >> 1434 1467 1469 1443 1415 1411 1400 1435 cylinder # 5
> >>
> >> 1410 1430 1463 1474 1458 1441 1420 1397 cylinder #6
> >>
> >> other method
> >>
> >> cylinder #1 1472 peak @ 11.5
> >>
> >> cylinder #2 1451 peak@ 11.2
> >>
> >> cylinder #3 1472 peak @ 11.1
> >>
> >> cylinder#4 1477 peak @ 11.2
> >>
> >> cylinder #5 1473 peak @ 12.1
> >>
> >> cylinder #6 1474 peak @ 11.5
> >>
> >> ----------------------------------------------------------------------
--
> >>
> >> *From:* owner-rv10-list-server(at)matronics.com
> >> [mailto:owner-rv10-list-server(at)matronics.com]
> *On Behalf Of *Patrick
> >> Thyssen
> >> *Sent:* Saturday, August 21, 2010 5:22 PM
> >> *To:* rv10-list(at)matronics.com
> >> *Subject:* Re: RV10-List: TMXIO-540 and GAMI injectors
> >>
> >> ? Have you done the coke bottle check? Has anyone messed with the
> >> lines from the spider to injectors? Are we sure the lines are the
> >> right ones? The other thing have you had any problems with your EGT
> >> system. Could your EGT probes be bad?
> >> Peaking or not peaking where they should?
> >> Just a few thoughts
> >> Patrick Thyssen
> >>
> >> --- On *Sat, 8/21/10, Alan Mekler //*
> wrote:
> >>
> >>
> >> From: Alan Mekler<amekler(at)metrocast.net> <amekler(at)metrocast.net>
> >> Subject: RV10-List: TMXIO-540 and GAMI injectors
> >> To: rv10-list(at)matronics.com
> >> Date: Saturday, August 21, 2010, 11:04 AM
> >>
> >> I have been trying the GAMI injectors( on the 4^th set now) but found
>
> >> the fuel flow on the cylinders varies widely. My cylinder #5 has the
> >> richest injector and it still peaks a gallon or more before the other
> >> cylinders Before gamis it was 2.5 gallons.. Has any one had this
> >> problem? Any solutions?
> >>
> >> GAMI does not why the fuel is so unbalanced in this engine. I have 95
> >> hours on the engine and all compressions are good. No intake leaks.
> >>
> >> Alan
> >>
> >> N668G
> >>
> >>
> >>
> >> * *
> >> * *
> >> **
> >> **
> >> **
> >> *http://www.matronics.com/Navigator?RV10-List*
> >> **
> >> **
> >> *http://forums.matronics.com*
> >> **
> >> **
> >> *http://www.matronics.com/contribution*
> >> * *
> >> *
> >>
> >>
> >> *
> >
> >atronics.com/Navigator?RV10-List" target="_blank">
> http://www.matronics.co================
=======
> http://www.matronics.com/cont==============
=
>
>
> * *
>
> * *
>
> * Navigator to*
>
> * *
>
> *much much*
>
> * *
>
> *href="http://www.matronics.com/Navigator?RV10-List" >http://www.matronics.com/Navigator?RV10-List*
>
> * *
>
> *Web*
>
> * *
>
> *href="http://forums.matronics.com" >http:
//forums.matronics.com*
>
> * *
>
> *href="http://www.matronics.com/contribution" >http://www.matronics.com/c ==========
= *
>
> * *
>
> * *
>
> * *
>
> *http://www.matronics.com/Navigator?RV10-List< --> <http://www.matronics=======%3cbr%
3e%3cbr%3e%3c/font%3e%3c/b%3e%3cfont%20color=>*
>
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>
________________________________________________________________________________
| From: | Dave Saylor <dave.saylor.aircrafters(at)gmail.com> |
| Subject: | Re: TMXIO-540 and GAMI injectors |
I've seen two flow divider failures in the last 5 years. One had a little
speck of hose liner (from a certified hose shop) jammed in the stem. The
engine would barely run.
The other was discovered looking for excessive roughness LOP. We changed
just about everything we could think of, and finally changed the flow
divider just to be thorough. That fixed the problem, but we never did
figure out why.
Dave Saylor
AirCrafters
140 Aviation Way
Watsonville, CA 95076
831-722-9141 Shop
831-750-0284 Cell
On Thu, Aug 26, 2010 at 6:42 PM, Alan Mekler wrote:
> Kelly,
>
> My engine has had the AD done but we did find an interesting finding. We
> did the bottle test with the injectors on and we saw less fuel coming out
#5
> even though it had the richest injector. So now we know the problem must
be
> in the flow divider. Not sure what the next step will be. Will try callin
g
> Precision tomorrow.
>
> Alan
>
>
> ------------------------------
>
> *From:* owner-rv10-list-server(at)matronics.com [mailto:
> owner-rv10-list-server(at)matronics.com] *On Behalf Of *Kelly McMullen
> *Sent:* Sunday, August 22, 2010 8:07 PM
> *To:* rv10-list(at)matronics.com
> *Subject:* Re: RV10-List: TMXIO-540 and GAMI injectors
>
>
> It is actually an AD on the fuel injection servos to check the security o
f
> the plug on the side. Some have been found loose and hanging by the safet
y
> wire.
> AD 2008-08-14
> SUMMARY: This document publishes in the Federal Register an amendment
> adopting emergency
> airworthiness directive (AD) 2008-06-51 that was sent previously to all
> known U.S. owners and
> operators of Lycoming Engines IO, (L)IO, TIO, (L)TIO, AEIO, AIO, IGO, IVO
,
> and HIO series
> reciprocating engines, TCM TSIO-360-RB reciprocating engines, and Superio
r
> Air Parts, Inc. IO-360
> series reciprocating engines with certain Precision Airmotive LLC RSA-5 a
nd
> RSA-10 series fuel
> injection servos. This AD results from eighteen reports of fuel injection
> servo plugs, part number
> (P/N) 383493, that had loosened or completely backed out of the threaded
> plug hole on the regulator
> cover of the fuel injection servo. These servo plugs were installed with
> servo plug gasket, P/N
> 365533, under the plug hex-head. We are issuing this AD to prevent a lean
> running engine, which
> could result in a substantial loss of engine power and subsequent loss of
> control of the airplane
>
> (f) Inspect the fuel injection servo plug, P/N 383493, for looseness, by
> attempting to turn it by
> hand, while being careful not to damage the safety wire or seal. If the
> plug moves, it is loose.
> (g) If the plug is not loose, go to paragraph (i) of this AD.
> (h) If the plug is loose, do the following:
> (1) Carefully cut and remove the safety wire that spans between the servo
> plug and regulator
> cover only.
> (2) Remove the servo plug while ensuring that the gasket, P/N 365533, tha
t
> is behind the plug, is
> not lost. The gasket may be slightly stuck to the regulator cover.
> (3) Examine the threads on the servo plug and regulator cover for damage.
> Threads should be
> smooth and consistent, with no burrs or chips. The servo plug outer
> diameter threads should also
> measure within 0.7419-0.7500-inch.
> (4) If the threads on either the servo plug or the regulator cover are
> damaged, or do not measure
> within the limits in paragraph (h)(3) of this AD, the servo is not eligib
le
> for any installation and must
> be replaced before further flight.
> (5) Inspect the gasket, P/N 365533, for tears and other damage. We are
> allowing the re-use of
> undamaged gaskets. Replace damaged gaskets with a new gasket, P/N 365533.
> (6) When reassembling, do not install any servo plug or regulator cover
> that is not eligible for
> installation. Install the gasket onto the servo plug and reassemble the
> servo plug to the regulator
> cover.
> (7) Torque the servo plug to a new, higher torque of 90-100 in-lbs, to he
lp
> maintain the proper
> clamp-up force against the plug and cover.
> (8) Safety wire the servo plug with 0.025-inch diameter wire to the
> regulator cover. Information
> on properly safety wiring the plug can be found in Precision Airmotive LL
C
> Mandatory Service
> Bulletin No. PRS-107, Revision 1, dated March 6, 2008.
> (9) Inspect all other safety wire on the servo. Replace any that are
> damaged.
>
>
> On 8/22/2010 4:32 PM, Alan Mekler wrote:
>
> Patrick,
>
> Which SB are you referring to?
>
> Alan
>
>
> ------------------------------
>
> *From:* owner-rv10-list-server(at)matronics.com [
> mailto:owner-rv10-list-server(at)matronics.com]
> *On Behalf Of *Patrick Thyssen
> *Sent:* Sunday, August 22, 2010 7:24 PM
> *To:* rv10-list(at)matronics.com
> *Subject:* RE: RV10-List: TMXIO-540 and GAMI injectors
>
>
> That's why you need to know the probes are OK. They may be giving you a
> wrong signal. The coke bottle test is, undo your injector lines from the
> injectors, put the same size glass bottle under them and turn on your boo
st
> pump, fill bottle about 3/4 and see if the same amount of fuel is in all
the
> glass bottles. Normally you do it with your injectors on but since you ha
ve
> different injectors it won't work that way.
> Just my way of checking.
> Patrick Thyssen
> Have you done the SB on the throttle body. The gasket and G on plug. I
> just checked another RV10 and he had not done it and it was loose.
>
>
> --- On *Sun, 8/22/10, Alan Mekler
> * wrote:
>
>
> From: Alan Mekler <amekler(at)metrocast.net> <amekler(at)metrocast.net>
> Subject: RE: RV10-List: TMXIO-540 and GAMI injectors
> To: rv10-list(at)matronics.com
> Date: Sunday, August 22, 2010, 6:00 PM
>
> Patrick,
>
> Give me the details of the coke bottle test. I=99m going to try sw
itching
> probes.
>
> The odd thing is the engine runs smooth.
>
> Alan
>
>
> ------------------------------
>
> *From:* owner-rv10-list-server(at)matronics.com [
> mailto:owner-rv10-list-server(at)matronics.com]
> *On Behalf Of *Patrick Thyssen
> *Sent:* Sunday, August 22, 2010 5:53 PM
> *To:* rv10-list(at)matronics.com
> *Subject:* Re: RV10-List: TMXIO-540 and GAMI injectors
>
>
> HAVE YOU DONE THE COKE BOTTLE TEST WITHOUT THE INJECTORS. SINCE EACH
> INJECTOR WILL BE DIFFERENT NOW. HAVE YOU LOOKED AT YOUR PROBES? Maybe sw
ap
> a few probes and see what you get.
> Patrick Thyssen
>
> --- On *Sun, 8/22/10, Kelly McMullen
> * wrote:
>
>
> From: Kelly McMullen <kellym(at)aviating.com> <kellym(at)aviating.com>
> Subject: Re: RV10-List: TMXIO-540 and GAMI injectors
> To: rv10-list(at)matronics.com
> Date: Sunday, August 22, 2010, 3:46 PM
>
lym(at)aviating.com>
>
>
> About the only thing left is your dry tappet clearances. Your engine
> builder should be able to give you what those clearances are. Ideally
> the clearances are in the middle of the allowable range and similar for
> each
> cylinder.................................................................
................
>
> Alternatively you could measure the amount of movement of each rocker
> arm. Intakes should be the same and exhausts the same. Has anyone looked
> inside your sump/intake manifold to ensure there is no obstruction, nor
> anything loose in there? Something is wrong if your #3&4 peak last with
> the leanest nozzles and #5 peaks first with the richest nozzle.
> Still not understanding how the engine could be running smoothly with
> that wide a difference in mixtures between cylinders.
>
> On 8/22/2010 7:40 AM, Alan Mekler wrote:
> > --> RV10-List message posted by: "Alan Mekler"<
amekler(at)metrocast.net>
> >
> > Kelly,
> > I just looked at my injectors cylinder 3 and 4 have the leanest
> > injectors(GAMI A) while cylinder 5 has the richest injector (Gami J plu
s)
> > Alan
> >
> > -----Original Message-----
> > From: owner-rv10-list-server(at)matronics.com
> > [mailto:owner-rv10-list-server(at)matronics.com]
> On Behalf Of Kelly McMullen
> > Sent: Saturday, August 21, 2010 8:13 PM
> > To: rv10-list(at)matronics.com
> > Subject: Re: RV10-List: TMXIO-540 and GAMI injectors
> >
> > --> RV10-List message posted by: Kelly McMullen
> >
> > Perhaps you are working on the wrong end of the problem. #3&4 are
> > peaking last, so must be too rich. The rest of the cylinders are peakin
g
> > within 0.4gph of #5. You also will need to gather measurements every 0.
2
> > gph to better detect the peaks once you get those two cylinders closer
> > to the rest.
> >
> > On 8/21/2010 3:59 PM, Alan Mekler wrote:
> >> Patrick,
> >>
> >> Before switching to the GAMIs my cylinder #5 peaked at 2.5 gallons l
> >> than my richest cylinder #3. After changing to GAMIs (my 3^rd set) I'm
> >> down to a 1 gallon spread. GAMI has given me the richest injector they
> >> make for cylinder # 5 but it still peaks early.
> >>
> >> Here is my latest flight data flying at 7000 MSL 22 inches/ 2400 rpm.
> >>
> >> Alan
> >>
> >> 13 12.5 12.1 11.7 11.3 11.0 10.5 10.3 Fuel flow gal/hr
> >>
> >> 1420 1438 1468 1474 1453 1438 1422 1403 cylinder #1
> >>
> >> 1381 1398 1428 1452 1447 1437 1412 1373 cylinder #2
> >>
> >> 1393 1409 1438 1456 1473 1468 1448 1414 cylinder #3
> >>
> >> 1400 1417 1449 1468 1477 1470 1450 1414 cylinder #4
> >>
> >> 1434 1467 1469 1443 1415 1411 1400 1435 cylinder # 5
> >>
> >> 1410 1430 1463 1474 1458 1441 1420 1397 cylinder #6
> >>
> >> other method
> >>
> >> cylinder #1 1472 peak @ 11.5
> >>
> >> cylinder #2 1451 peak@ 11.2
> >>
> >> cylinder #3 1472 peak @ 11.1
> >>
> >> cylinder#4 1477 peak @ 11.2
> >>
> >> cylinder #5 1473 peak @ 12.1
> >>
> >> cylinder #6 1474 peak @ 11.5
> >>
> >> ----------------------------------------------------------------------
--
> >>
> >> *From:* owner-rv10-list-server(at)matronics.com
> >> [mailto:owner-rv10-list-server(at)matronics.com]
> *On Behalf Of *Patrick
> >> Thyssen
> >> *Sent:* Saturday, August 21, 2010 5:22 PM
> >> *To:* rv10-list(at)matronics.com
> >> *Subject:* Re: RV10-List: TMXIO-540 and GAMI injectors
> >>
> >> ? Have you done the coke bottle check? Has anyone messed with the
> >> lines from the spider to injectors? Are we sure the lines are the
> >> right ones? The other thing have you had any problems with your EGT
> >> system. Could your EGT probes be bad?
> >> Peaking or not peaking where they should?
> >> Just a few thoughts
> >> Patrick Thyssen
> >>
> >> --- On *Sat, 8/21/10, Alan Mekler //*
> wrote:
> >>
> >>
> >> From: Alan Mekler<amekler(at)metrocast.net> <amekler(at)metrocast.net>
> >> Subject: RV10-List: TMXIO-540 and GAMI injectors
> >> To: rv10-list(at)matronics.com
> >> Date: Saturday, August 21, 2010, 11:04 AM
> >>
> >> I have been trying the GAMI injectors( on the 4^th set now) but found
> >> the fuel flow on the cylinders varies widely. My cylinder #5 has the
> >> richest injector and it still peaks a gallon or more before the other
> >> cylinders Before gamis it was 2.5 gallons.. Has any one had this
> >> problem? Any solutions?
> >>
> >> GAMI does not why the fuel is so unbalanced in this engine. I have 95
> >> hours on the engine and all compressions are good. No intake leaks.
> >>
> >> Alan
> >>
> >> N668G
> >>
> >>
> >>
> >> * *
> >> * *
> >> **
> >> **
> >> **
> >> *http://www.matronics.com/Navigator?RV10-List*
> >> **
> >> **
> >> *http://forums.matronics.com*
> >> **
> >> **
> >> *http://www.matronics.com/contribution*
> >> * *
> >> *
> >>
> >>
> >> *
> >
> >atronics.com/Navigator?RV10-List" target="_blank">
> http://www.matronics.co================
=======
> http://www.matronics.com/cont==============
=
>
>
> * *
>
> * *
>
> * Navigator to*
>
> * *
>
> *much much*
>
> * *
>
> *href="http://www.matronics.com/Navigator?RV10-List" >http://www.matronics.com/Navigator?RV10-List*
>
> * *
>
> *Web*
>
> * *
>
> *href="http://forums.matronics.com" >http:
//forums.matronics.com*
>
> * *
>
> *href="http://www.matronics.com/contribution" >http://www.matronics.com/c ==========
= *
>
> * *
>
> * *
>
> * *
>
> *http://www.matronics.com/Navigator?RV10-List< --> <http://www.matronics=======%3cbr%
3e%3cbr%3e%3c/font%3e%3c/b%3e%3cfont%20color=>*
>
> * <http://www.matronics=======%3cbr%3e%3cbr%3e%3c/font%3e%
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c/b%3e%3cfont%20color=>http://www.matronics.com/Navigator?RV10-List ***
>
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>
________________________________________________________________________________
| Subject: | Re: lessons learned installing plexiglas with Weld-on 10 |
| From: | "AirMike" <Mikeabel(at)Pacbell.net> |
This has been discussed many times before on this forum, just my $.02 - I am not
sure that there is any way to properly retain the windows in place without a
high probability of getting cracks if you use weld-on. The stuff sucks, but nobody
has come up with a substitute that will perform the same function of making
the windows structurally bond.
--------
OSH '10 or Bust
Q/B - finally done
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=310274#310274
________________________________________________________________________________
| From: | "Kevin O'Shea" <kevino(at)worldwarehouse.com> |
| Subject: | Re: TMXIO-540 and GAMI injectorsTMXIO-540 and GAMI injectorsTMXIO-540 |
and GAMI injectorsTMXIO-540 and GAMI injectorsTMXIO-540 and GAMI injectorsTMXIO-540
and GAMI injectors
Sent from my iPad
________________________________________________________________________________
| Subject: | Re: TMXIO-540 and GAMI injectorsTMXIO-540 and GAMI injectorsTMXIO-540 |
and GAMI injectorsTMXIO-540 and GAMI injectorsTMXIO-540 and GAMI injectorsTMXIO-540
and GAMI injectors
| From: | amekler(at)metrocast.net |
Kevin,
No message came through. Tried the coke bottle test today without
injectors -cylinders 1, 2, 3, 4, and 6 equal. cylinder 5 less!
I guess next step will be to call Precesion(Mattituck)/
Alan BODY { font-family:Arial, Helvetica,
sans-serif;font-size:12px; }
On Fri 08/27/10 11:10 AM , "Kevin O'Shea" kevino(at)worldwarehouse.com
sent:
Sent from my iPad
Links:
------
[1] mailto:kevino(at)worldwarehouse.com
[2] http://www.matronics.com/Navigator?RV10-List
[3] http://forums.matronics.com
[4] http://www.matronics.com/contribution
________________________________________________________________________________
| From: | "Dick & Vicki Sipp" <rsipp(at)earthlink.net> |
| Subject: | Re: TMXIO-540 and GAMI injectors |
When we were going through the injector balancing process (Don Riverra
at Air Flow Performance) we were having trouble getting the cylinders
to peak within the desired fuel flow band. Don suggested changing all
of the injectors to the same but slightly smaller size and starting
over; we were then able to balance the cylinder peaks with .2 GPH with
the usual process of exchanging injector inserts. He said with some
engines and injector insert combinations the flow divider can be the
determining factor in flow rate rather than the injector insert. He
also had me check the fuel flow at full throttle to make sure there was
still an adequately rich mixture. I am sure Don can provide a better
explanation than what I have tried to explain that happened with our
engine.
Dick Sipp
RV-10 N110DV 300 hours
________________________________________________________________________________
| Subject: | TMXIO-540 and GAMI injectors |
| From: | "John Cox" <johnwcox(at)pacificnw.com> |
Dave, you say you changed it. That is what I did with an Airflow
Performance divider. They were fast and it was piece of mind insurance.
the aircraft ran fine afterwards. Do you support, OBAM builders
opening up their flow dividers.
John Cox
________________________________
From: owner-rv10-list-server(at)matronics.com on behalf of Dave Saylor
Sent: Thu 8/26/2010 9:32 PM
Subject: Re: RV10-List: TMXIO-540 and GAMI injectors
I've seen two flow divider failures in the last 5 years. One had a
little speck of hose liner (from a certified hose shop) jammed in the
stem. The engine would barely run.
The other was discovered looking for excessive roughness LOP. We
changed just about everything we could think of, and finally changed the
flow divider just to be thorough. That fixed the problem, but we never
did figure out why.
Dave Saylor
AirCrafters
140 Aviation Way
Watsonville, CA 95076
831-722-9141 Shop
831-750-0284 Cell
On Thu, Aug 26, 2010 at 6:42 PM, Alan Mekler
wrote:
Kelly,
My engine has had the AD done but we did find an interesting finding.
We did the bottle test with the injectors on and we saw less fuel coming
out #5 even though it had the richest injector. So now we know the
problem must be in the flow divider. Not sure what the next step will
be. Will try calling Precision tomorrow.
Alan
________________________________
From: owner-rv10-list-server(at)matronics.com
[mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Kelly
McMullen
Sent: Sunday, August 22, 2010 8:07 PM
To: rv10-list(at)matronics.com
Subject: Re: RV10-List: TMXIO-540 and GAMI injectors
It is actually an AD on the fuel injection servos to check the security
of the plug on the side. Some have been found loose and hanging by the
safety wire.
AD 2008-08-14
SUMMARY: This document publishes in the Federal Register an amendment
adopting emergency
airworthiness directive (AD) 2008-06-51 that was sent previously to all
known U.S. owners and
operators of Lycoming Engines IO, (L)IO, TIO, (L)TIO, AEIO, AIO, IGO,
IVO, and HIO series
reciprocating engines, TCM TSIO-360-RB reciprocating engines, and
Superior Air Parts, Inc. IO-360
series reciprocating engines with certain Precision Airmotive LLC RSA-5
and RSA-10 series fuel
injection servos. This AD results from eighteen reports of fuel
injection servo plugs, part number
(P/N) 383493, that had loosened or completely backed out of the
threaded plug hole on the regulator
cover of the fuel injection servo. These servo plugs were installed
with servo plug gasket, P/N
365533, under the plug hex-head. We are issuing this AD to prevent a
lean running engine, which
could result in a substantial loss of engine power and subsequent loss
of control of the airplane
(f) Inspect the fuel injection servo plug, P/N 383493, for looseness,
by attempting to turn it by
hand, while being careful not to damage the safety wire or seal. If the
plug moves, it is loose.
(g) If the plug is not loose, go to paragraph (i) of this AD.
(h) If the plug is loose, do the following:
(1) Carefully cut and remove the safety wire that spans between the
servo plug and regulator
cover only.
(2) Remove the servo plug while ensuring that the gasket, P/N 365533,
that is behind the plug, is
not lost. The gasket may be slightly stuck to the regulator cover.
(3) Examine the threads on the servo plug and regulator cover for
damage. Threads should be
smooth and consistent, with no burrs or chips. The servo plug outer
diameter threads should also
measure within 0.7419-0.7500-inch.
(4) If the threads on either the servo plug or the regulator cover are
damaged, or do not measure
within the limits in paragraph (h)(3) of this AD, the servo is not
eligible for any installation and must
be replaced before further flight.
(5) Inspect the gasket, P/N 365533, for tears and other damage. We are
allowing the re-use of
undamaged gaskets. Replace damaged gaskets with a new gasket, P/N
365533.
(6) When reassembling, do not install any servo plug or regulator cover
that is not eligible for
installation. Install the gasket onto the servo plug and reassemble the
servo plug to the regulator
cover.
(7) Torque the servo plug to a new, higher torque of 90-100 in-lbs, to
help maintain the proper
clamp-up force against the plug and cover.
(8) Safety wire the servo plug with 0.025-inch diameter wire to the
regulator cover. Information
on properly safety wiring the plug can be found in Precision Airmotive
LLC Mandatory Service
Bulletin No. PRS-107, Revision 1, dated March 6, 2008.
(9) Inspect all other safety wire on the servo. Replace any that are
damaged.
On 8/22/2010 4:32 PM, Alan Mekler wrote:
Patrick,
Which SB are you referring to?
Alan
________________________________
From: owner-rv10-list-server(at)matronics.com
[mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Patrick
Thyssen
Sent: Sunday, August 22, 2010 7:24 PM
To: rv10-list(at)matronics.com
Subject: RE: RV10-List: TMXIO-540 and GAMI injectors
That's why you need to know the probes are OK. They may be giving you a
wrong signal. The coke bottle test is, undo your injector lines from the
injectors, put the same size glass bottle under them and turn on your
boost pump, fill bottle about 3/4 and see if the same amount of fuel is
in all the glass bottles. Normally you do it with your injectors on but
since you have different injectors it won't work that way.
Just my way of checking.
Patrick Thyssen
Have you done the SB on the throttle body. The gasket and G on plug. I
just checked another RV10 and he had not done it and it was loose.
--- On Sun, 8/22/10, Alan Mekler
wrote:
From: Alan Mekler <amekler(at)metrocast.net> <mailto:amekler(at)metrocast.net>
Subject: RE: RV10-List: TMXIO-540 and GAMI injectors
Date: Sunday, August 22, 2010, 6:00 PM
Patrick,
Give me the details of the coke bottle test. I'm going to try switching
probes.
The odd thing is the engine runs smooth.
Alan
________________________________
From: owner-rv10-list-server(at)matronics.com
[mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Patrick
Thyssen
Sent: Sunday, August 22, 2010 5:53 PM
Subject: Re: RV10-List: TMXIO-540 and GAMI injectors
HAVE YOU DONE THE COKE BOTTLE TEST WITHOUT THE INJECTORS. SINCE EACH
INJECTOR WILL BE DIFFERENT NOW. HAVE YOU LOOKED AT YOUR PROBES? Maybe
swap a few probes and see what you get.
Patrick Thyssen
--- On Sun, 8/22/10, Kelly McMullen
wrote:
From: Kelly McMullen <kellym(at)aviating.com> <mailto:kellym(at)aviating.com>
Subject: Re: RV10-List: TMXIO-540 and GAMI injectors
Date: Sunday, August 22, 2010, 3:46 PM
About the only thing left is your dry tappet clearances. Your engine
builder should be able to give you what those clearances are. Ideally
the clearances are in the middle of the allowable range and similar for
each
cylinder.................................................................
................
Alternatively you could measure the amount of movement of each rocker
arm. Intakes should be the same and exhausts the same. Has anyone looked
inside your sump/intake manifold to ensure there is no obstruction, nor
anything loose in there? Something is wrong if your #3&4 peak last with
the leanest nozzles and #5 peaks first with the richest nozzle.
Still not understanding how the engine could be running smoothly with
that wide a difference in mixtures between cylinders.
On 8/22/2010 7:40 AM, Alan Mekler wrote:
> --> RV10-List message posted by: "Alan Mekler"
>
> Kelly,
> I just looked at my injectors cylinder 3 and 4 have the leanest
> injectors(GAMI A) while cylinder 5 has the richest injector (Gami J
plus)
> Alan
>
> -----Original Message-----
> From: owner-rv10-list-server(at)matronics.com
> [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Kelly
McMullen
> Sent: Saturday, August 21, 2010 8:13 PM
> To: rv10-list(at)matronics.com
> Subject: Re: RV10-List: TMXIO-540 and GAMI injectors
>
> --> RV10-List message posted by: Kelly McMullen
>
> Perhaps you are working on the wrong end of the problem. #3&4 are
> peaking last, so must be too rich. The rest of the cylinders are
peaking
> within 0.4gph of #5. You also will need to gather measurements every
0.2
> gph to better detect the peaks once you get those two cylinders closer
> to the rest.
>
> On 8/21/2010 3:59 PM, Alan Mekler wrote:
>> Patrick,
>>
>> Before switching to the GAMIs my cylinder #5 peaked at 2.5 gallons l
>> than my richest cylinder #3. After changing to GAMIs (my 3^rd set)
I'm
>> down to a 1 gallon spread. GAMI has given me the richest injector
they
>> make for cylinder # 5 but it still peaks early.
>>
>> Here is my latest flight data flying at 7000 MSL 22 inches/ 2400 rpm.
>>
>> Alan
>>
>> 13 12.5 12.1 11.7 11.3 11.0 10.5 10.3 Fuel flow gal/hr
>>
>> 1420 1438 1468 1474 1453 1438 1422 1403 cylinder #1
>>
>> 1381 1398 1428 1452 1447 1437 1412 1373 cylinder #2
>>
>> 1393 1409 1438 1456 1473 1468 1448 1414 cylinder #3
>>
>> 1400 1417 1449 1468 1477 1470 1450 1414 cylinder #4
>>
>> 1434 1467 1469 1443 1415 1411 1400 1435 cylinder # 5
>>
>> 1410 1430 1463 1474 1458 1441 1420 1397 cylinder #6
>>
>> other method
>>
>> cylinder #1 1472 peak @ 11.5
>>
>> cylinder #2 1451 peak@ 11.2
>>
>> cylinder #3 1472 peak @ 11.1
>>
>> cylinder#4 1477 peak @ 11.2
>>
>> cylinder #5 1473 peak @ 12.1
>>
>> cylinder #6 1474 peak @ 11.5
>>
>>
------------------------------------------------------------------------
>>
>> *From:* owner-rv10-list-server(at)matronics.com
>> [mailto:owner-rv10-list-server(at)matronics.com] *On Behalf Of *Patrick
>> Thyssen
>> *Sent:* Saturday, August 21, 2010 5:22 PM
>> *To:* rv10-list(at)matronics.com
>> *Subject:* Re: RV10-List: TMXIO-540 and GAMI injectors
>>
>> ? Have you done the coke bottle check? Has anyone messed with the
>> lines from the spider to injectors? Are we sure the lines are the
>> right ones? The other thing have you had any problems with your EGT
>> system. Could your EGT probes be bad?
>> Peaking or not peaking where they should?
>> Just a few thoughts
>> Patrick Thyssen
>>
>> --- On *Sat, 8/21/10, Alan Mekler /
/* wrote:
>>
>>
>> From: Alan Mekler<amekler(at)metrocast.net>
>> Subject: RV10-List: TMXIO-540 and GAMI injectors
>> To: rv10-list(at)matronics.com
>> Date: Saturday, August 21, 2010, 11:04 AM
>>
>> I have been trying the GAMI injectors( on the 4^th set now) but found
>> the fuel flow on the cylinders varies widely. My cylinder #5 has the
>> richest injector and it still peaks a gallon or more before the other
>> cylinders Before gamis it was 2.5 gallons.. Has any one had this
>> problem? Any solutions?
>>
>> GAMI does not why the fuel is so unbalanced in this engine. I have 95
>> hours on the engine and all compressions are good. No intake leaks.
>>
>> Alan
>>
>> N668G
>>
>>
>>
>> * *
>> * *
>> **
>> **
>> **
>> *http://www.matronics.com/Navigator?RV10-List*
>> **
>> **
>> *http://forums.matronics.com*
>> **
>> **
>> *http://www.matronics.com/contribution*
>> * *
>> *
>>
>>
>> *
>
>atronics.com/Navigator?RV10-List"
target="_blank">http://www.matronics.co===========
=============
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=======/>
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Navigator to
much much
href="http://www.matronics.com/Navigator?RV10-List"
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________________________________________________________________________________
| Subject: | Re: TMXIO-540 and GAMI injectorsTMXIO-540 and GAMI injectorsTMXIO-540 |
and GAMI injectorsTMXIO-540 and GAMI injectorsTMXIO-540 and GAMI injectorsTMXIO-540
and GAMI injectors
| From: | avu1(at)md.metrocast.net |
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________________________________________________________________________________
| From: | Bill Mauledriver Watson <MauleDriver(at)nc.rr.com> |
| Subject: | Tool question - anyone familiar with Enderes tools? |
I have this one long shaft phillips head screwdriver that keeps
falling into my hands. It seems to be a #1 phillips but actually works
better than both my #1 and #2 Craftsman drivers.
Probably inherited it from my Dad's shop. It's rusty and looks like
hell so I'm never drawn to it... until I'm struggling with some screw.
I always end up with this one in my hand and the problem is solved.
I've looked Enderes up on the Web and see they forge tools and blah
blah. Any tool knowledgeable people out there know anything about
Enderes? I think I want to try some more.
Bill "assembling some painted parts" Watson
________________________________________________________________________________
| From: | Dave Saylor <dave.saylor.aircrafters(at)gmail.com> |
| Subject: | Re: TMXIO-540 and GAMI injectors |
Before I took the contaminated one apart, I called the engine shop to find
out what to expect. That was a Bendix flow divider, not an AFP. AFP might
walk someone through a teardown. I'd call them before I took one of their
dividers apart, which is what I'd recommend for anyone. After that it's up
to the builder to decide if he's capable or not.
The Bendix divider was pretty simple inside. It was a few years ago but I
remember a fairly delicate diaphragm, a vertical stem that acts as the
valve, and a light spring. Just go slow and be careful, and it should go
OK. I actually found the bit of hose that was causing the problem but it
was pretty obvious, not buried deep inside one of the internal passages.
That was pure luck.
Dave Saylor
AirCrafters
140 Aviation Way
Watsonville, CA 95076
831-722-9141 Shop
831-750-0284 Cell
On Fri, Aug 27, 2010 at 11:16 AM, John Cox wrote:
> Dave, you say you changed it. That is what I did with an Airflow
> Performance divider. They were fast and it was piece of mind insurance.
> the aircraft ran fine afterwards. Do you support, OBAM builders opening
up
> their flow dividers.
>
> John Cox
>
> ------------------------------
> *From:* owner-rv10-list-server(at)matronics.com on behalf of Dave Saylor
> *Sent:* Thu 8/26/2010 9:32 PM
> *To:* rv10-list(at)matronics.com
> *Subject:* Re: RV10-List: TMXIO-540 and GAMI injectors
>
> I've seen two flow divider failures in the last 5 years. One had a littl
e
> speck of hose liner (from a certified hose shop) jammed in the stem. The
> engine would barely run.
>
> The other was discovered looking for excessive roughness LOP. We changed
> just about everything we could think of, and finally changed the flow
> divider just to be thorough. That fixed the problem, but we never did
> figure out why.
>
>
> Dave Saylor
> AirCrafters
> 140 Aviation Way
> Watsonville, CA 95076
> 831-722-9141 Shop
> 831-750-0284 Cell
>
>
> On Thu, Aug 26, 2010 at 6:42 PM, Alan Mekler wrote
:
>
>> Kelly,
>>
>> My engine has had the AD done but we did find an interesting finding. We
>> did the bottle test with the injectors on and we saw less fuel coming ou
t #5
>> even though it had the richest injector. So now we know the problem must
be
>> in the flow divider. Not sure what the next step will be. Will try calli
ng
>> Precision tomorrow.
>>
>> Alan
>>
>>
>>
>>
>>
>>
>>
>>
>> ------------------------------
>>
>> *From:* owner-rv10-list-server(at)matronics.com [mailto:
>> owner-rv10-list-server(at)matronics.com] *On Behalf Of *Kelly McMullen
>> *Sent:* Sunday, August 22, 2010 8:07 PM
>> *To:* rv10-list(at)matronics.com
>> *Subject:* Re: RV10-List: TMXIO-540 and GAMI injectors
>>
>>
>>
>> It is actually an AD on the fuel injection servos to check the security
of
>> the plug on the side. Some have been found loose and hanging by the safe
ty
>> wire.
>> AD 2008-08-14
>> SUMMARY: This document publishes in the Federal Register an amendment
>> adopting emergency
>> airworthiness directive (AD) 2008-06-51 that was sent previously to all
>> known U.S. owners and
>> operators of Lycoming Engines IO, (L)IO, TIO, (L)TIO, AEIO, AIO, IGO, IV
O,
>> and HIO series
>> reciprocating engines, TCM TSIO-360-RB reciprocating engines, and Superi
or
>> Air Parts, Inc. IO-360
>> series reciprocating engines with certain Precision Airmotive LLC RSA-5
>> and RSA-10 series fuel
>> injection servos. This AD results from eighteen reports of fuel injectio
n
>> servo plugs, part number
>> (P/N) 383493, that had loosened or completely backed out of the threaded
>> plug hole on the regulator
>> cover of the fuel injection servo. These servo plugs were installed with
>> servo plug gasket, P/N
>> 365533, under the plug hex-head. We are issuing this AD to prevent a lea
n
>> running engine, which
>> could result in a substantial loss of engine power and subsequent loss o
f
>> control of the airplane
>>
>> (f) Inspect the fuel injection servo plug, P/N 383493, for looseness, by
>> attempting to turn it by
>> hand, while being careful not to damage the safety wire or seal. If the
>> plug moves, it is loose.
>> (g) If the plug is not loose, go to paragraph (i) of this AD.
>> (h) If the plug is loose, do the following:
>> (1) Carefully cut and remove the safety wire that spans between the serv
o
>> plug and regulator
>> cover only.
>> (2) Remove the servo plug while ensuring that the gasket, P/N 365533, th
at
>> is behind the plug, is
>> not lost. The gasket may be slightly stuck to the regulator cover.
>> (3) Examine the threads on the servo plug and regulator cover for damage
.
>> Threads should be
>> smooth and consistent, with no burrs or chips. The servo plug outer
>> diameter threads should also
>> measure within 0.7419-0.7500-inch.
>> (4) If the threads on either the servo plug or the regulator cover are
>> damaged, or do not measure
>> within the limits in paragraph (h)(3) of this AD, the servo is not
>> eligible for any installation and must
>> be replaced before further flight.
>> (5) Inspect the gasket, P/N 365533, for tears and other damage. We are
>> allowing the re-use of
>> undamaged gaskets. Replace damaged gaskets with a new gasket, P/N 365533
.
>> (6) When reassembling, do not install any servo plug or regulator cover
>> that is not eligible for
>> installation. Install the gasket onto the servo plug and reassemble the
>> servo plug to the regulator
>> cover.
>> (7) Torque the servo plug to a new, higher torque of 90-100 in-lbs, to
>> help maintain the proper
>> clamp-up force against the plug and cover.
>> (8) Safety wire the servo plug with 0.025-inch diameter wire to the
>> regulator cover. Information
>> on properly safety wiring the plug can be found in Precision Airmotive L
LC
>> Mandatory Service
>> Bulletin No. PRS-107, Revision 1, dated March 6, 2008.
>> (9) Inspect all other safety wire on the servo. Replace any that are
>> damaged.
>>
>>
>> On 8/22/2010 4:32 PM, Alan Mekler wrote:
>>
>> Patrick,
>>
>> Which SB are you referring to?
>>
>> Alan
>>
>>
>>
>>
>> ------------------------------
>>
>> *From:* owner-rv10-list-server(at)matronics.com [
>> mailto:owner-rv10-list-server(at)matronics.com]
>> *On Behalf Of *Patrick Thyssen
>> *Sent:* Sunday, August 22, 2010 7:24 PM
>> *To:* rv10-list(at)matronics.com
>> *Subject:* RE: RV10-List: TMXIO-540 and GAMI injectors
>>
>>
>>
>> That's why you need to know the probes are OK. They may be giving you a
>> wrong signal. The coke bottle test is, undo your injector lines from the
>> injectors, put the same size glass bottle under them and turn on your bo
ost
>> pump, fill bottle about 3/4 and see if the same amount of fuel is in all
the
>> glass bottles. Normally you do it with your injectors on but since you h
ave
>> different injectors it won't work that way.
>> Just my way of checking.
>> Patrick Thyssen
>> Have you done the SB on the throttle body. The gasket and G on plug. I
>> just checked another RV10 and he had not done it and it was loose.
>>
>>
>> --- On *Sun, 8/22/10, Alan Mekler
>> * wrote:
>>
>>
>> From: Alan Mekler <amekler(at)metrocast.net> <amekler(at)metrocast.net>
>> Subject: RE: RV10-List: TMXIO-540 and GAMI injectors
>> To: rv10-list(at)matronics.com
>> Date: Sunday, August 22, 2010, 6:00 PM
>>
>> Patrick,
>>
>> Give me the details of the coke bottle test. I=99m going to try s
witching
>> probes.
>>
>> The odd thing is the engine runs smooth.
>>
>> Alan
>>
>>
>> ------------------------------
>>
>> *From:* owner-rv10-list-server(at)matronics.com [
>> mailto:owner-rv10-list-server(at)matronics.com]
>> *On Behalf Of *Patrick Thyssen
>> *Sent:* Sunday, August 22, 2010 5:53 PM
>> *To:* rv10-list(at)matronics.com
>> *Subject:* Re: RV10-List: TMXIO-540 and GAMI injectors
>>
>>
>>
>> HAVE YOU DONE THE COKE BOTTLE TEST WITHOUT THE INJECTORS. SINCE EACH
>> INJECTOR WILL BE DIFFERENT NOW. HAVE YOU LOOKED AT YOUR PROBES? Maybe s
wap
>> a few probes and see what you get.
>> Patrick Thyssen
>>
>> --- On *Sun, 8/22/10, Kelly McMullen
>> * wrote:
>>
>>
>> From: Kelly McMullen <kellym(at)aviating.com> <kellym(at)aviating.com>
>> Subject: Re: RV10-List: TMXIO-540 and GAMI injectors
>> To: rv10-list(at)matronics.com
>> Date: Sunday, August 22, 2010, 3:46 PM
>>
llym(at)aviating.com>
>>
>>
>> About the only thing left is your dry tappet clearances. Your engine
>> builder should be able to give you what those clearances are. Ideally
>> the clearances are in the middle of the allowable range and similar for
>> each
>> cylinder................................................................
.................
>>
>> Alternatively you could measure the amount of movement of each rocker
>> arm. Intakes should be the same and exhausts the same. Has anyone looked
>> inside your sump/intake manifold to ensure there is no obstruction, nor
>> anything loose in there? Something is wrong if your #3&4 peak last with
>> the leanest nozzles and #5 peaks first with the richest nozzle.
>> Still not understanding how the engine could be running smoothly with
>> that wide a difference in mixtures between cylinders.
>>
>> On 8/22/2010 7:40 AM, Alan Mekler wrote:
>> > --> RV10-List message posted by: "Alan Mekler"
>> >
>> > Kelly,
>> > I just looked at my injectors cylinder 3 and 4 have the leanest
>> > injectors(GAMI A) while cylinder 5 has the richest injector (Gami J
>> plus)
>> > Alan
>> >
>> > -----Original Message-----
>> > From: owner-rv10-list-server(at)matronics.com
>> > [mailto:owner-rv10-list-server(at)matronics.com]
>> On Behalf Of Kelly McMullen
>> > Sent: Saturday, August 21, 2010 8:13 PM
>> > To: rv10-list(at)matronics.com
>> > Subject: Re: RV10-List: TMXIO-540 and GAMI injectors
>> >
>> > --> RV10-List message posted by: Kelly McMullen<
kellym(at)aviating.com>
>> >
>> > Perhaps you are working on the wrong end of the problem. #3&4 are
>> > peaking last, so must be too rich. The rest of the cylinders are peaki
ng
>> > within 0.4gph of #5. You also will need to gather measurements every 0
.2
>> > gph to better detect the peaks once you get those two cylinders closer
>> > to the rest.
>> >
>> > On 8/21/2010 3:59 PM, Alan Mekler wrote:
>> >> Patrick,
>> >>
>> >> Before switching to the GAMIs my cylinder #5 peaked at 2.5 gallons l
>> >> than my richest cylinder #3. After changing to GAMIs (my 3^rd set) I'
m
>> >> down to a 1 gallon spread. GAMI has given me the richest injector the
y
>> >> make for cylinder # 5 but it still peaks early.
>> >>
>> >> Here is my latest flight data flying at 7000 MSL 22 inches/ 2400 rpm.
>> >>
>> >> Alan
>> >>
>> >> 13 12.5 12.1 11.7 11.3 11.0 10.5 10.3 Fuel flow gal/hr
>> >>
>> >> 1420 1438 1468 1474 1453 1438 1422 1403 cylinder #1
>> >>
>> >> 1381 1398 1428 1452 1447 1437 1412 1373 cylinder #2
>> >>
>> >> 1393 1409 1438 1456 1473 1468 1448 1414 cylinder #3
>> >>
>> >> 1400 1417 1449 1468 1477 1470 1450 1414 cylinder #4
>> >>
>> >> 1434 1467 1469 1443 1415 1411 1400 1435 cylinder # 5
>> >>
>> >> 1410 1430 1463 1474 1458 1441 1420 1397 cylinder #6
>> >>
>> >> other method
>> >>
>> >> cylinder #1 1472 peak @ 11.5
>> >>
>> >> cylinder #2 1451 peak@ 11.2
>> >>
>> >> cylinder #3 1472 peak @ 11.1
>> >>
>> >> cylinder#4 1477 peak @ 11.2
>> >>
>> >> cylinder #5 1473 peak @ 12.1
>> >>
>> >> cylinder #6 1474 peak @ 11.5
>> >>
>> >>
>> ------------------------------------------------------------------------
>> >>
>> >> *From:* owner-rv10-list-server(at)matronics.com
>> >> [mailto:owner-rv10-list-server(at)matronics.com]
>> *On Behalf Of *Patrick
>> >> Thyssen
>> >> *Sent:* Saturday, August 21, 2010 5:22 PM
>> >> *To:* rv10-list(at)matronics.com
>> >> *Subject:* Re: RV10-List: TMXIO-540 and GAMI injectors
>> >>
>> >> ? Have you done the coke bottle check? Has anyone messed with the
>> >> lines from the spider to injectors? Are we sure the lines are the
>> >> right ones? The other thing have you had any problems with your EGT
>> >> system. Could your EGT probes be bad?
>> >> Peaking or not peaking where they should?
>> >> Just a few thoughts
>> >> Patrick Thyssen
>> >>
>> >> --- On *Sat, 8/21/10, Alan Mekler //*
>> wrote:
>> >>
>> >>
>> >> From: Alan Mekler<amekler(at)metrocast.net> <amekler(at)metrocast.net>
>> >> Subject: RV10-List: TMXIO-540 and GAMI injectors
>> >> To: rv10-list(at)matronics.com
>> >> Date: Saturday, August 21, 2010, 11:04 AM
>> >>
>> >> I have been trying the GAMI injectors( on the 4^th set now) but found
>> >> the fuel flow on the cylinders varies widely. My cylinder #5 has the
>> >> richest injector and it still peaks a gallon or more before the other
>> >> cylinders Before gamis it was 2.5 gallons.. Has any one had this
>> >> problem? Any solutions?
>> >>
>> >> GAMI does not why the fuel is so unbalanced in this engine. I have 95
>> >> hours on the engine and all compressions are good. No intake leaks.
>> >>
>> >> Alan
>> >>
>> >> N668G
>> >>
>> >>
>> >>
>> >> * *
>> >> * *
>> >> **
>> >> **
>> >> **
>> >> *http://www.matronics.com/Navigator?RV10-List*
>> >> **
>> >> **
>> >> *http://forums.matronics.com*
>> >> **
>> >> **
>> >> *http://www.matronics.com/contribution*
>> >> * *
>> >> *
>> >>
>> >>
>> >> *
>> >
>> >atronics.com/Navigator?RV10-List" target="_blank">
>> http://www.matronics.co================
=======
>> http://www.matronics.com/cont==============
=
>>
>>
>>
>> * *
>>
>> * *
>>
>> * Navigator to*
>>
>> * *
>>
>> *much much*
>>
>> * *
>>
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________________________________________________________________________________
| From: | "Alan Mekler" <amekler(at)metrocast.net> |
| Subject: | TMXIO-540 and GAMI injectors |
Dave,
Mine is a precision silver hawk ex. No call back from Mattituck. Will have
to wait to Monday. Will have to continue to fly rich of peak this weekend.
Alan
_____
From: owner-rv10-list-server(at)matronics.com
[mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Dave Saylor
Sent: Saturday, August 28, 2010 3:02 PM
Subject: Re: RV10-List: TMXIO-540 and GAMI injectors
Before I took the contaminated one apart, I called the engine shop to find
out what to expect. That was a Bendix flow divider, not an AFP. AFP might
walk someone through a teardown. I'd call them before I took one of their
dividers apart, which is what I'd recommend for anyone. After that it's up
to the builder to decide if he's capable or not.
The Bendix divider was pretty simple inside. It was a few years ago but I
remember a fairly delicate diaphragm, a vertical stem that acts as the
valve, and a light spring. Just go slow and be careful, and it should go
OK. I actually found the bit of hose that was causing the problem but it
was pretty obvious, not buried deep inside one of the internal passages.
That was pure luck.
Dave Saylor
AirCrafters
140 Aviation Way
Watsonville, CA 95076
831-722-9141 Shop
831-750-0284 Cell
On Fri, Aug 27, 2010 at 11:16 AM, John Cox wrote:
Dave, you say you changed it. That is what I did with an Airflow
Performance divider. They were fast and it was piece of mind insurance.
the aircraft ran fine afterwards. Do you support, OBAM builders opening up
their flow dividers.
John Cox
_____
From: owner-rv10-list-server(at)matronics.com on behalf of Dave Saylor
Sent: Thu 8/26/2010 9:32 PM
Subject: Re: RV10-List: TMXIO-540 and GAMI injectors
I've seen two flow divider failures in the last 5 years. One had a little
speck of hose liner (from a certified hose shop) jammed in the stem. The
engine would barely run.
The other was discovered looking for excessive roughness LOP. We changed
just about everything we could think of, and finally changed the flow
divider just to be thorough. That fixed the problem, but we never did
figure out why.
Dave Saylor
AirCrafters
140 Aviation Way
Watsonville, CA 95076
831-722-9141 Shop
831-750-0284 Cell
On Thu, Aug 26, 2010 at 6:42 PM, Alan Mekler wrote:
Kelly,
My engine has had the AD done but we did find an interesting finding. We did
the bottle test with the injectors on and we saw less fuel coming out #5
even though it had the richest injector. So now we know the problem must be
in the flow divider. Not sure what the next step will be. Will try calling
Precision tomorrow.
Alan
_____
From: owner-rv10-list-server(at)matronics.com
[mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Kelly McMullen
Sent: Sunday, August 22, 2010 8:07 PM
Subject: Re: RV10-List: TMXIO-540 and GAMI injectors
It is actually an AD on the fuel injection servos to check the security of
the plug on the side. Some have been found loose and hanging by the safety
wire.
AD 2008-08-14
SUMMARY: This document publishes in the Federal Register an amendment
adopting emergency
airworthiness directive (AD) 2008-06-51 that was sent previously to all
known U.S. owners and
operators of Lycoming Engines IO, (L)IO, TIO, (L)TIO, AEIO, AIO, IGO, IVO,
and HIO series
reciprocating engines, TCM TSIO-360-RB reciprocating engines, and Superior
Air Parts, Inc. IO-360
series reciprocating engines with certain Precision Airmotive LLC RSA-5 and
RSA-10 series fuel
injection servos. This AD results from eighteen reports of fuel injection
servo plugs, part number
(P/N) 383493, that had loosened or completely backed out of the threaded
plug hole on the regulator
cover of the fuel injection servo. These servo plugs were installed with
servo plug gasket, P/N
365533, under the plug hex-head. We are issuing this AD to prevent a lean
running engine, which
could result in a substantial loss of engine power and subsequent loss of
control of the airplane
(f) Inspect the fuel injection servo plug, P/N 383493, for looseness, by
attempting to turn it by
hand, while being careful not to damage the safety wire or seal. If the plug
moves, it is loose.
(g) If the plug is not loose, go to paragraph (i) of this AD.
(h) If the plug is loose, do the following:
(1) Carefully cut and remove the safety wire that spans between the servo
plug and regulator
cover only.
(2) Remove the servo plug while ensuring that the gasket, P/N 365533, that
is behind the plug, is
not lost. The gasket may be slightly stuck to the regulator cover.
(3) Examine the threads on the servo plug and regulator cover for damage.
Threads should be
smooth and consistent, with no burrs or chips. The servo plug outer diameter
threads should also
measure within 0.7419-0.7500-inch.
(4) If the threads on either the servo plug or the regulator cover are
damaged, or do not measure
within the limits in paragraph (h)(3) of this AD, the servo is not eligible
for any installation and must
be replaced before further flight.
(5) Inspect the gasket, P/N 365533, for tears and other damage. We are
allowing the re-use of
undamaged gaskets. Replace damaged gaskets with a new gasket, P/N 365533.
(6) When reassembling, do not install any servo plug or regulator cover that
is not eligible for
installation. Install the gasket onto the servo plug and reassemble the
servo plug to the regulator
cover.
(7) Torque the servo plug to a new, higher torque of 90-100 in-lbs, to help
maintain the proper
clamp-up force against the plug and cover.
(8) Safety wire the servo plug with 0.025-inch diameter wire to the
regulator cover. Information
on properly safety wiring the plug can be found in Precision Airmotive LLC
Mandatory Service
Bulletin No. PRS-107, Revision 1, dated March 6, 2008.
(9) Inspect all other safety wire on the servo. Replace any that are
damaged.
On 8/22/2010 4:32 PM, Alan Mekler wrote:
Patrick,
Which SB are you referring to?
Alan
_____
From: owner-rv10-list-server(at)matronics.com
[mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Patrick Thyssen
Sent: Sunday, August 22, 2010 7:24 PM
Subject: RE: RV10-List: TMXIO-540 and GAMI injectors
That's why you need to know the probes are OK. They may be giving you a
wrong signal. The coke bottle test is, undo your injector lines from the
injectors, put the same size glass bottle under them and turn on your boost
pump, fill bottle about 3/4 and see if the same amount of fuel is in all the
glass bottles. Normally you do it with your injectors on but since you have
different injectors it won't work that way.
Just my way of checking.
Patrick Thyssen
Have you done the SB on the throttle body. The gasket and G on plug. I just
checked another RV10 and he had not done it and it was loose.
--- On Sun, 8/22/10, Alan Mekler
wrote:
From: Alan Mekler <mailto:amekler(at)metrocast.net> <amekler(at)metrocast.net>
Subject: RE: RV10-List: TMXIO-540 and GAMI injectors
Date: Sunday, August 22, 2010, 6:00 PM
Patrick,
Give me the details of the coke bottle test. I'm going to try switching
probes.
The odd thing is the engine runs smooth.
Alan
_____
From: owner-rv10-list-server(at)matronics.com
[mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Patrick Thyssen
Sent: Sunday, August 22, 2010 5:53 PM
Subject: Re: RV10-List: TMXIO-540 and GAMI injectors
HAVE YOU DONE THE COKE BOTTLE TEST WITHOUT THE INJECTORS. SINCE EACH
INJECTOR WILL BE DIFFERENT NOW. HAVE YOU LOOKED AT YOUR PROBES? Maybe swap
a few probes and see what you get.
Patrick Thyssen
--- On Sun, 8/22/10, Kelly McMullen
wrote:
From: Kelly McMullen <mailto:kellym(at)aviating.com> <kellym(at)aviating.com>
Subject: Re: RV10-List: TMXIO-540 and GAMI injectors
Date: Sunday, August 22, 2010, 3:46 PM
About the only thing left is your dry tappet clearances. Your engine
builder should be able to give you what those clearances are. Ideally
the clearances are in the middle of the allowable range and similar for
each
cylinder....................................................................
.............
Alternatively you could measure the amount of movement of each rocker
arm. Intakes should be the same and exhausts the same. Has anyone looked
inside your sump/intake manifold to ensure there is no obstruction, nor
anything loose in there? Something is wrong if your #3&4 peak last with
the leanest nozzles and #5 peaks first with the richest nozzle.
Still not understanding how the engine could be running smoothly with
that wide a difference in mixtures between cylinders.
On 8/22/2010 7:40 AM, Alan Mekler wrote:
> --> RV10-List message posted by: "Alan Mekler"
>
> Kelly,
> I just looked at my injectors cylinder 3 and 4 have the leanest
> injectors(GAMI A) while cylinder 5 has the richest injector (Gami J plus)
> Alan
>
> -----Original Message-----
> From: owner-rv10-list-server(at)matronics.com
> [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Kelly McMullen
> Sent: Saturday, August 21, 2010 8:13 PM
> To: rv10-list(at)matronics.com
> Subject: Re: RV10-List: TMXIO-540 and GAMI injectors
>
> --> RV10-List message posted by: Kelly McMullen
>
> Perhaps you are working on the wrong end of the problem. #3&4 are
> peaking last, so must be too rich. The rest of the cylinders are peaking
> within 0.4gph of #5. You also will need to gather measurements every 0.2
> gph to better detect the peaks once you get those two cylinders closer
> to the rest.
>
> On 8/21/2010 3:59 PM, Alan Mekler wrote:
>> Patrick,
>>
>> Before switching to the GAMIs my cylinder #5 peaked at 2.5 gallons l
>> than my richest cylinder #3. After changing to GAMIs (my 3^rd set) I'm
>> down to a 1 gallon spread. GAMI has given me the richest injector they
>> make for cylinder # 5 but it still peaks early.
>>
>> Here is my latest flight data flying at 7000 MSL 22 inches/ 2400 rpm.
>>
>> Alan
>>
>> 13 12.5 12.1 11.7 11.3 11.0 10.5 10.3 Fuel flow gal/hr
>>
>> 1420 1438 1468 1474 1453 1438 1422 1403 cylinder #1
>>
>> 1381 1398 1428 1452 1447 1437 1412 1373 cylinder #2
>>
>> 1393 1409 1438 1456 1473 1468 1448 1414 cylinder #3
>>
>> 1400 1417 1449 1468 1477 1470 1450 1414 cylinder #4
>>
>> 1434 1467 1469 1443 1415 1411 1400 1435 cylinder # 5
>>
>> 1410 1430 1463 1474 1458 1441 1420 1397 cylinder #6
>>
>> other method
>>
>> cylinder #1 1472 peak @ 11.5
>>
>> cylinder #2 1451 peak@ 11.2
>>
>> cylinder #3 1472 peak @ 11.1
>>
>> cylinder#4 1477 peak @ 11.2
>>
>> cylinder #5 1473 peak @ 12.1
>>
>> cylinder #6 1474 peak @ 11.5
>>
>> ------------------------------------------------------------------------
>>
>> *From:* owner-rv10-list-server(at)matronics.com
>> [mailto:owner-rv10-list-server(at)matronics.com] *On Behalf Of *Patrick
>> Thyssen
>> *Sent:* Saturday, August 21, 2010 5:22 PM
>> *To:* rv10-list(at)matronics.com
>> *Subject:* Re: RV10-List: TMXIO-540 and GAMI injectors
>>
>> ? Have you done the coke bottle check? Has anyone messed with the
>> lines from the spider to injectors? Are we sure the lines are the
>> right ones? The other thing have you had any problems with your EGT
>> system. Could your EGT probes be bad?
>> Peaking or not peaking where they should?
>> Just a few thoughts
>> Patrick Thyssen
>>
>> --- On *Sat, 8/21/10, Alan Mekler /
/* wrote:
>>
>>
>> From: Alan Mekler <mailto:amekler(at)metrocast.net> <amekler(at)metrocast.net>
>> Subject: RV10-List: TMXIO-540 and GAMI injectors
>> To: rv10-list(at)matronics.com
>> Date: Saturday, August 21, 2010, 11:04 AM
>>
>> I have been trying the GAMI injectors( on the 4^th set now) but found
>> the fuel flow on the cylinders varies widely. My cylinder #5 has the
>> richest injector and it still peaks a gallon or more before the other
>> cylinders Before gamis it was 2.5 gallons.. Has any one had this
>> problem? Any solutions?
>>
>> GAMI does not why the fuel is so unbalanced in this engine. I have 95
>> hours on the engine and all compressions are good. No intake leaks.
>>
>> Alan
>>
>> N668G
>>
>>
>>
>> * *
>> * *
>> **
>> **
>> **
>> *http://www.matronics.com/Navigator?RV10-List*
>> **
>> **
>> *http://forums.matronics.com*
>> **
>> **
>> *http://www.matronics.com/contribution*
>> * *
>> *
>>
>>
>> *
>
>atronics.com/Navigator?RV10-List"
target="_blank">http://www.matronics.co=======================
<http://www.matronics.co========================/>
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http://www.matronics.com/Navigator?RV10-List< -->
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href="http://www.matronics.com/Navigator?RV10-List">http://www.matronics.com
/Navigator?RV10-List
href="http://forums.matronics.com/">http://forums.matronics.com
href="http://www.matronics.com/contribution">http://www.matronics.com/contri
bution
get="_blank">http://www.matronics.com/Navigator?RV10-List
tp://forums.matronics.com
_blank">http://www.matronics.com/contribution
________________________________________________________________________________
| From: | Kelly McMullen <kellym(at)aviating.com> |
| Subject: | Re: TMXIO-540 and GAMI injectors |
Here, here. The temptation to fly is very strong, especially because
it turned out okay last time. Just remember, accidents occur from a
chain of bad decisions and unfortunate happenings. Break the chain and
you stay safe.
On 8/28/2010 12:58 PM, Tim Olson wrote:
>
> See now there is where it gets crazy. You KNOW without a doubt
> that there is a problem with the engine, yet you're going
> to continue to fly it that way!?!?!
________________________________________________________________________________
| Subject: | Re: TMXIO-540 and GAMI injectors |
| From: | Kelly McMullen <apilot2(at)gmail.com> |
Alan,
Let me politely, but violently disagree with your A&P. Something is
blocking flow in your flow divider. You have proved that. What you and
your A&P can NOT assure is that whatever is blocking the flow won't
move and completely stop the flow. You cannot be assured of stable
fuel flow. That is why you should NOT fly it until it is fixed. I'm
sure Mattituck will make it right, pronto.
Kelly
A&P/IA
EAA Tech Counselor
On Sat, Aug 28, 2010 at 2:05 PM, Alan Mekler wrote:
>
> Tim,
> I was not the builder of my plane. My A&P also an AI has done all the
> trouble shooting. EGT spread is less than 50 degrees when flying 100 degrees
> rich of peak.(that's how I have been flying it) At full throttle cylinder #1
> runs hotter than cylinder #5. My mechanic called Mattituck because they are
> the Precision Service center closest to us and Mattituck has been trouble
> shooting the problem with us. The engine only has 100 hours and is still
> under warranty. There is no engine roughness unless I try flying lean of
> peak.
> My A&P saw no problem with flying the airplane. I'll know more on Monday
> when we hear from Mattituck but it is most likely we will send the unit in
> for service.
> Alan
________________________________________________________________________________
| From: | "Alan Mekler" <amekler(at)metrocast.net> |
| Subject: | TMXIO-540 and GAMI injectors |
Kelly,
I see your point. I'll stay on the ground this weekend.
Alan
-----Original Message-----
From: owner-rv10-list-server(at)matronics.com
[mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Kelly McMullen
Sent: Saturday, August 28, 2010 5:20 PM
Subject: Re: RV10-List: TMXIO-540 and GAMI injectors
Alan,
Let me politely, but violently disagree with your A&P. Something is
blocking flow in your flow divider. You have proved that. What you and
your A&P can NOT assure is that whatever is blocking the flow won't
move and completely stop the flow. You cannot be assured of stable
fuel flow. That is why you should NOT fly it until it is fixed. I'm
sure Mattituck will make it right, pronto.
Kelly
A&P/IA
EAA Tech Counselor
On Sat, Aug 28, 2010 at 2:05 PM, Alan Mekler wrote:
>
> Tim,
> I was not the builder of my plane. My A&P also an AI has done all the
> trouble shooting. EGT spread is less than 50 degrees when flying 100
degrees
> rich of peak.(that's how I have been flying it) At full throttle cylinder
#1
> runs hotter than cylinder #5. My mechanic called Mattituck because they
are
> the Precision Service center closest to us and Mattituck has been trouble
> shooting the problem with us. The engine only has 100 hours and is still
> under warranty. There is no engine roughness unless I try flying lean of
> peak.
> My A&P saw no problem with flying the airplane. I'll know more on Monday
> when we hear from Mattituck but it is most likely we will send the unit in
> for service.
> Alan
________________________________________________________________________________
| Subject: | Re: TMXIO-540 and GAMI injectors |
| From: | Kelly McMullen <apilot2(at)gmail.com> |
Yes and no. You are correct, the actual EGT temp on any one cylinder
does not matter relative to other cylinders. The actual EGT on a
normally aspirated engine should be somewhere between 1200 and 1300
degrees at full power on sea level takeoff with full rich. One should
not attempt to make all EGTs be the same for all cylinders at a given
mixture setting.
What you really want is all cylinders to peak at the same FUEL FLOW
indication, and it doesn't matter what EGT they are reading at that
time. Typically you are doing very well if all peak within 0.2gph of
each other. If the spread is more than 0.5 gph, you want to do some
refinement to get smoother running and ability to go further lean of
peak. If you install all EGT probes the exact same distance below the
cylinder flange, and in the same relative position, you MAY get the
EGTs pretty close at the same time they are all peaking, no
guarantees, and it doesn't mean much anyway. A couple of the GAMI
gurus see as much as 90 degree EGT spread at the point that all
cylinders are peaking, and they say don't fret over it.
On Sat, Aug 28, 2010 at 3:09 PM, Carl Froehlich
wrote:
>
> I've been following this tread and wonder if we are all on the same page
> regarding exhaust gas temperatures.
>
> My understanding of the ROP or LOP convention is that the actual EGT value
> is of little concern. What is of concern is each cylinders EGT relative to
> that specific cylinder's peak EGT. Considering the EGT probes work over a
> wide range of temperatures and that each probe installation varies between
> cylinders, the absolute exhaust gas temperature spread between cylinders is
> of little value other than for gross indication that you have lost a
> cylinder.
________________________________________________________________________________
| From: | Linn Walters <pitts_pilot(at)bellsouth.net> |
| Subject: | Re: lessons learned installing plexiglas with Weld-on |
10
AirMike wrote:
>
> This has been discussed many times before on this forum, just my $.02 - I am
not sure that there is any way to properly retain the windows in place without
a high probability of getting cracks if you use weld-on. The stuff sucks, but
nobody has come up with a substitute that will perform the same function of making
the windows structurally bond.
>
Why does there need to be a structural bond? Any small physical change
will result in the breaking of the acrylic. Also there are many
'structural adhesives' that don't harden, but you'd still have trouble
getting a 1/2" glue joint to fail.
Linn
> --------
> OSH '10 or Bust
> Q/B - finally done
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=310274#310274
>
>
>
________________________________________________________________________________
| Subject: | Re: lessons learned installing plexiglas with Weld-on 10 |
| From: | Kelly McMullen <apilot2(at)gmail.com> |
It does make me wonder. The non-hardening version of PRC is used in
other aircraft to bond the plexi to the structure. Seems to work
pretty well. Can't see how plexi adds much strength to the fiberglass.
On Sat, Aug 28, 2010 at 8:18 PM, Linn Walters wrote:
>
> AirMike wrote:
>>
>>
>> This has been discussed many times before on this forum, just my $.02 - I
>> am not sure that there is any way to properly retain the windows in place
>> without a high probability of getting cracks if you use weld-on. The stuff
>> sucks, but nobody has come up with a substitute that will perform the same
>> function of making the windows structurally bond.
>>
>
> Why does there need to be a structural bond? Any small physical change will
> result in the breaking of the acrylic. Also there are many 'structural
> adhesives' that don't harden, but you'd still have trouble getting a 1/2"
> glue joint to fail.
> Linn
>
>> --------
>> OSH '10 or Bust Q/B - finally done
>>
>>
>>
>>
>> Read this topic online here:
>>
>> http://forums.matronics.com/viewtopic.php?p=310274#310274
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>
>
________________________________________________________________________________
| From: | "Bob Leffler" <rv(at)thelefflers.com> |
| Subject: | 90 Degree Oil Filter Adapter |
For those that have a IO-540-D4A5, how easy is to change the oil filter in
the standard location?
Does the standby alternator make getting the oil filter on and off any more
difficult?
Would you recommend a 90 degree oil filter adapter?
I'm going down all my list of options that I've collected over the years of
my build and trying to eliminate as many as possible to reduce the budget.
Thanks,
bob
________________________________________________________________________________
| From: | "g.combs" <g.combs(at)aerosportmodeling.com> |
| Subject: | Re: 90 Degree Oil Filter Adapter |
Bob oil filter is easy to get on and off
In the standard location with the backup
Alternator.
Geoff
Sent from my iPhone Geoff
On Aug 29, 2010, at 7:19 AM, "Bob Leffler" wrote:
> For those that have a IO-540-D4A5, how easy is to change the oil
> filter in the standard location?
>
>
> Does the standby alternator make getting the oil filter on and off
> any more difficult?
>
>
> Would you recommend a 90 degree oil filter adapter?
>
>
> I=99m going down all my list of options that I=99ve
collected over
> the years of my build and trying to eliminate as many as possible to
> reduce the budget.
>
>
> Thanks,
>
>
> bob
>
>
________________________________________________________________________________
| Subject: | Re: lessons learned installing plexiglas with Weld-on 10 |
| From: | "AirMike" <Mikeabel(at)Pacbell.net> |
The word that I heard (do not know - rumor or fact) was that Vans tested a prototype
cabin/plane with normally installed windows and when dropped on its top,
the windows popped out and the the cabin deformed. The word is that they then
did it with weld-on adhered windows and the windows stayed in place and the cabin
did not deform.
Truth or rumor that is what swayed my decision to use weld-on. Does anyone know
the facts?
--------
OSH '10 or Bust
Q/B - finally done
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=310478#310478
________________________________________________________________________________
| From: | "g.combs" <g.combs(at)aerosportmodeling.com> |
| Subject: | Re: lessons learned installing plexiglas with Weld-on 10 |
I used a Lord urethane adhesive to install my windows. I did some test
With it and the Weld on and it out performed the weld on. It also does
not
Cure as hard as the weld on so it will allow joint to flex a little
and not crack
Around window edge. Time will tell but
So far so good. It is also much easier
To use than weld on. It cleans up with
Ppg dt870 urethane reducer and will not attack the acrylic as weld on
does.
I used one with a 20 minute work time.
Geoff
Sent from my iPhone Geoff
On Aug 29, 2010, at 10:41 AM, "AirMike" wrote:
>
> The word that I heard (do not know - rumor or fact) was that Vans
> tested a prototype cabin/plane with normally installed windows and
> when dropped on its top, the windows popped out and the the cabin
> deformed. The word is that they then did it with weld-on adhered
> windows and the windows stayed in place and the cabin did not deform.
> Truth or rumor that is what swayed my decision to use weld-on. Does
> anyone know the facts?
>
> --------
> OSH '10 or Bust
> Q/B - finally done
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=310478#310478
>
>
________________________________________________________________________________
| Subject: | Re: lessons learned installing plexiglas with Weld-on 10 |
| From: | Kelly McMullen <apilot2(at)gmail.com> |
Geoff, can you advise on supply sources? Perhaps automotive window or
body shops?
On Sun, Aug 29, 2010 at 7:59 AM, g.combs wrote:
>
> I used a Lord urethane adhesive to install my windows. I did some test
> With it and the Weld on and it out performed the weld on. It also does not
> Cure as hard as the weld on so it will allow joint to flex a little and not
> crack
> Around window edge. Time will tell but
> So far so good. It is also much easier
> To use than weld on. It cleans up with
> Ppg dt870 urethane reducer and will not attack the acrylic as weld on does.
> I used one with a 20 minute work time.
>
> Geoff
>
> Sent from my iPhone Geoff
>
>
> On Aug 29, 2010, at 10:41 AM, "AirMike" wrote:
>
>>
>> The word that I heard (do not know - rumor or fact) was that Vans tested a
>> prototype cabin/plane with normally installed windows and when dropped on
>> its top, the windows popped out and the the cabin deformed. The word is that
>> they then did it with weld-on adhered windows and the windows stayed in
>> place and the cabin did not deform.
>> Truth or rumor that is what swayed my decision to use weld-on. Does anyone
>> know the facts?
>>
>> --------
>> OSH '10 or Bust
>> Q/B - finally done
>>
>>
>>
>>
>> Read this topic online here:
>>
>> http://forums.matronics.com/viewtopic.php?p=310478#310478
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>
>
________________________________________________________________________________
| From: | "Chris Hukill" <cjhukill(at)cox.net> |
| Subject: | clean up your posts! |
Here's my annual pleading for everyone to please post a new message
instead of replying directly to a previous post. The bandwidth that this
duplication of messages requires make it's unpleasant to read on a fast
internet connection at home, and not worth the effort to read on an
IPhone or similar device. PLEASE everyone, just start a new message,
with the same header, and don't keep re-sending the originals!!!
Chris Hukill
blurry eyed and with a sprained scrolling finger
________________________________________________________________________________
| From: | Bill Mauledriver Watson <MauleDriver(at)nc.rr.com> |
| Subject: | Re: lessons learned installing plexiglas with Weld-on |
10
For those on the fence concerning Weld-on - I bought some a little
over a year ago and used it about 5 months ago. No cracking so far (not
flying).
Qualitatively it seems to be a helluva adhesive for plexi in that it
really bonds with it while simultaneously bonding with fiberglass. Way
beyond epoxy. Seems almost better than the plexi to plexi bond you get
with MEK. But no data or facts here, just casual testing.
I used the aluminum finger method and no straps. Didn't try to force
anything together. Just trued up the fiberglass surface as best as I
could, left a good healthy gap around the edge, glopped it on, cleaned
it up while curing with a 50:50 acetone paint thinner mix, removed
most/all of the fingers within an hour or so. Glassed over the edges
with very thin cloth. Still sanding.
It was a tough decision to make in the face of all the warnings but
didn't want to waste the already purchased product. The Vans solution
may not be ideal but I was confident I could make it work with some
care. Geoff seems to have one of the best thought out alternatives but
my experience suggests the Weld-on can work just fine with some care
exercised.
The only warning I have is get your stuff all laid out, walk thru your
routine, and don't break for coffee until done. The stuff does setup
quickly, the stringy stuff is hard to clean up if you start messing up
and let the mess cure. I used my life partner to help with the first
window but was able to do the rest of it single handed.
Oh, and the stuff has a strong smell. I used an organic filter type
mask which blocked the odor but don't know if it blocked any toxicity.
I sealed up the mixing jar, rags and scrap ASAP and got them out of the
shop. If I had my fresh air system then, I would have used it.
Just a data point.
Bill Watson
On 8/29/2010 10:41 AM, AirMike wrote:
> --> RV10-List message posted by: "AirMike"
>
> The word that I heard (do not know - rumor or fact) was that Vans tested a prototype
cabin/plane with normally installed windows and when dropped on its top,
the windows popped out and the the cabin deformed. The word is that they then
did it with weld-on adhered windows and the windows stayed in place and the
cabin did not deform.
> Truth or rumor that is what swayed my decision to use weld-on. Does anyone know
the facts?
>
> --------
> OSH '10 or Bust
> Q/B - finally done
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=310478#310478
>
>
________________________________________________________________________________
| From: | Bill Mauledriver Watson <MauleDriver(at)nc.rr.com> |
| Subject: | Re: 90 Degree Oil Filter Adapter |
It sure doesn't look easy. Haven't gotten there yet but wondering if
there is some technique involved?
I use a 6 foot plastic 'gutter' on my Maule to keep it all clean... and
band aids nearby for the knuckles.
Bill Watson
On 8/29/2010 10:06 AM, g.combs wrote:
> Bob oil filter is easy to get on and off
> In the standard location with the backup
> Alternator.
>
> Geoff
>
> Sent from my iPhone Geoff
>
>
________________________________________________________________________________
| Subject: | Re: clean up your posts! |
| From: | Chris Colohan <rv10(at)colohan.com> |
On Sun, Aug 29, 2010 at 8:27 AM, Chris Hukill wrote:
> PLEASE everyone, just start a new message, with the same header, and
> don't keep re-sending the originals!!!
>
I'm probably one of the guilty ones -- Gmail cleans up everyone's posts as
you read them, meaning you don't have this problem (and forget to clean
things up for people not using Gmail)...
Sorry 'bout that.
Chris
________________________________________________________________________________
| From: | "g.combs" <g.combs(at)aerosportmodeling.com> |
| Subject: | Re: 90 Degree Oil Filter Adapter |
I learned a trick from the mechanic on my field. First i put a few
rags under filter area for drips. Then loosen filter to were you can
turn by hand then Take a plastic shopping bag and put over filter you
can then find various spots to hook bag handles to hold in place. I
then spin filter off from outside the bag. Inside bag if you can.
Oil goes in bag filter goes in bag remove bag with oil a filter. It work
Good. A little awkward at first but after
A few oil changes you get the procedure down. One thing make sure
You remove saftey wire remains so
It does not tear bag.
Geoff
Sent from my iPhone Geoff
On Aug 29, 2010, at 11:43 AM, Bill Mauledriver Watson wrote:
> >
>
> It sure doesn't look easy. Haven't gotten there yet but wondering
> if there is some technique involved?
>
> I use a 6 foot plastic 'gutter' on my Maule to keep it all clean...
> and band aids nearby for the knuckles.
>
> Bill Watson
>
> On 8/29/2010 10:06 AM, g.combs wrote:
>> Bob oil filter is easy to get on and off
>> In the standard location with the backup
>> Alternator.
>>
>> Geoff
>>
>> Sent from my iPhone Geoff
>>
>>
>
>
________________________________________________________________________________
| From: | Robin Marks <Robin(at)PaintTheWeb.com> |
| Subject: | 90 Degree Oil Filter Adapter |
The 90 degree makes the process much easier and cleaner. There is also a
firewall mounted oil filter adapter that is simple to use and I believe less
expensive. No mess when removing the filter and the oil nearly all drains
back into the case with these devices.
When I have had the straight filter I placed a "canoe" shaped cutout of a
plastic soda bottle to collect any dripping oil this was about 50% effective
when considering the number of times I spilled some oil when removing the
bottle. Still not ideal.
Good luck,
Robin
-----Original Message-----
From: owner-rv10-list-server(at)matronics.com
[mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Bill Mauledriver
Watson
Sent: Sunday, August 29, 2010 8:43 AM
Subject: Re: RV10-List: 90 Degree Oil Filter Adapter
It sure doesn't look easy. Haven't gotten there yet but wondering if
there is some technique involved?
I use a 6 foot plastic 'gutter' on my Maule to keep it all clean... and
band aids nearby for the knuckles.
Bill Watson
________________________________________________________________________________
| From: | Jeff Carpenter <jeff(at)westcottpress.com> |
| Subject: | Re: lessons learned installing plexiglas with Weld-on 10 |
That word was from me Mike... after a conversation with the windscreen
manufacturer. It still qualifies as second hand information, so take
it for what ever you might think it's worth. Here's my post on Weld-
On 10:
>> As you may know, I attempted to install my left side door window
>> last week with somewhat disastrous results. As best I can tell, my
>> shop was too hot (about 85 degrees) and the Weld-on 10 set up too
>> quickly. The bond to the fiberglass was perfect, but I had voids
>> between the window and the dried Weld-on 10 in over half of the
>> bonding area. I had also failed to remove the masking tape from
>> the inside of the window soon enough and had a fair amount of
>> masking tape trapped by the Weld-on bead.
>> My initial thought was to try to save the window by injecting epoxy
>> into the gaps (as some have done with apparent success), but after
>> discussions with Vans, the window manufacturer and tech support by
>> the makers of Weld-on 10, I decided to route out the window and
>> start over. There are some things I learned from these discussions
>> that are worth sharing.
>> Vans was not willing to say that the injected epoxy approach would
>> work and referred me to the window manufacturer, Jeff from Airplane
>> Plastics in Ohio. Jeff spent a good deal of time with me on the
>> phone. He initially thought the injected epoxy idea might work and
>> suggested I use Scotch Weld 2216 to accomplish the task. As we
>> discussed the situation further, I was able to communicate that
>> what we were really trying to do in this case was bond the window
>> to the dried Weld-on 10... not the window to the fiberglass. He
>> thought that could still work... as long as I could scuff up the
>> Weld-on 10!
>> So, I was back to square one. We started to discuss alternatives
>> to Weld-on 10 for window installation. He confessed that it had
>> been a long time since he had actually installed a window... then
>> recollected that the windows would pop out during the structural
>> roll over test on the RV-10 until Vans switched to Weld-on 10 to
>> bond them in. With Weld-on 10, the window would break before the
>> bond would. As I understood the conversation, Weld-on 10 was an
>> important component of the plane passing the test. This made my
>> decision to start over again certain.
>> With that, Jeff suggested I route it out with an Onsrud carbide
>> double flute 1/2" x 1/2" bit (I wound up using a similar bit I had
>> in my router and it worked well), I said good bye and ponied up the
>> $150 to Vans for another window.
>> I also made a call to tech support at IPS, the makers of Weld-on
>> 10, hoping to find another product that would stay open longer.
>> Here's what I learned:
>> Weld-on 10 stays open the longest of any product they have for this
>> application
>> At 70 degrees, there should be 15-20 minutes of time to get the job
>> done (I had about 5 minutes at 85 degrees)
>> Be certain you are using product less than one year from the
>> manufacture date as the working time decreases with age
>> They do make a dispensing gun that mixes while dispensing for $300-
>> $400. Weld-on 10 is packed in to a cartridge for this purpose and
>> called Weld-on 811.
>> I've also combed through the archives and had I done that sooner
>> might have avoided some of these problems. Both Lew Gallagher and
>> John Gonzalez had very useful posts (hindsight is 20/20) in early
>> January of this year.
>> I'm going to wait until the fires in our local mountains have
>> stopped burning and I'm able to keep the temperature in the shop at
>> or below 70 degrees before I try again. I'll get a second set of
>> hands to spread the Weld-on 10 more quickly and be sure to pull up
>> the masking tape once the window is down securely. The gun seems a
>> bit pricey and I imagine I can find a way to spread the Weld-on 10
>> quickly and accurately without too much effort or expense.
>> Jeff Carpenter
>> 40304
>> one step forward... two steps back
All of my windows and my windscreen are now installed. I used the
Lord Adhesive for the windows and Weld-On 10 for the windscreen. I
tested the Lord Adhesive and found it to be weaker than the Weld-On
10, but glassed over the bonded edges so I don't feel I've got an
issue there. Chemical Concepts, the source I used for the Lord
Adhesive, no longer stocks it. The last batch they sent me was out of
date and I returned it.
If I had to do it all over again, I would use the Weld-On 10 on a sub
80 degree day with a second set of hands to help me through it. Your
windows must fit well and require little to no coercion to stay in
place to avoid cracking.... and keep the acetone away from the Plexi.
The aluminum finger method works well to hold things together while
curing.
Jeff Carpenter
40304
Going up on the gear
On Aug 29, 2010, at 7:41 AM, AirMike wrote:
>
> The word that I heard (do not know - rumor or fact) was that Vans
> tested a prototype cabin/plane with normally installed windows and
> when dropped on its top, the windows popped out and the the cabin
> deformed. The word is that they then did it with weld-on adhered
> windows and the windows stayed in place and the cabin did not deform.
> Truth or rumor that is what swayed my decision to use weld-on. Does
> anyone know the facts?
>
> --------
> OSH '10 or Bust
> Q/B - finally done
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=310478#310478
>
>
________________________________________________________________________________
| From: | "Pascal" <rv10builder(at)verizon.net> |
| Subject: | Re: clean up your posts! |
It also makes it harder to locate a response in the future via the
archives. Ask me how I know.
Pascal
From: Chris Hukill
Sent: Sunday, August 29, 2010 8:27 AM
Subject: RV10-List: clean up your posts!
Here's my annual pleading for everyone to please post a new message
instead of replying directly to a previous post. The bandwidth that this
duplication of messages requires make it's unpleasant to read on a fast
internet connection at home, and not worth the effort to read on an
IPhone or similar device. PLEASE everyone, just start a new message,
with the same header, and don't keep re-sending the originals!!!
Chris Hukill
blurry eyed and with a sprained scrolling finger
________________________________________________________________________________
| From: | "Pascal" <rv10builder(at)verizon.net> |
| Subject: | Re: 90 Degree Oil Filter Adapter |
Bob;
I just went out and looked, unlike my car, the filter is on the top side
of the back and very easy to get to, forget the 90 degree not needed at
all in my opinion.
I stuck my hand under the filter as there is the concern of oil dripping
down the complete rear, looks like plenty of space to put something
there to catch the oil as the filter is removed.
Pascal
From: Bob Leffler
Sent: Sunday, August 29, 2010 4:19 AM
Subject: RV10-List: 90 Degree Oil Filter Adapter
For those that have a IO-540-D4A5, how easy is to change the oil filter
in the standard location?
Does the standby alternator make getting the oil filter on and off any
more difficult?
Would you recommend a 90 degree oil filter adapter?
I'm going down all my list of options that I've collected over the years
of my build and trying to eliminate as many as possible to reduce the
budget.
Thanks,
bob
________________________________________________________________________________
| From: | "Bob Leffler" <rv(at)thelefflers.com> |
| Subject: | 90 Degree Oil Filter Adapter |
Do you have an alternator on the vacuum pad?
From: owner-rv10-list-server(at)matronics.com
[mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Pascal
Sent: Sunday, August 29, 2010 3:23 PM
Subject: Re: RV10-List: 90 Degree Oil Filter Adapter
Bob;
I just went out and looked, unlike my car, the filter is on the top side of
the back and very easy to get to, forget the 90 degree not needed at all in
my opinion.
I stuck my hand under the filter as there is the concern of oil dripping
down the complete rear, looks like plenty of space to put something there to
catch the oil as the filter is removed.
Pascal
From: Bob Leffler <mailto:rv(at)thelefflers.com>
Sent: Sunday, August 29, 2010 4:19 AM
Subject: RV10-List: 90 Degree Oil Filter Adapter
For those that have a IO-540-D4A5, how easy is to change the oil filter in
the standard location?
Does the standby alternator make getting the oil filter on and off any more
difficult?
Would you recommend a 90 degree oil filter adapter?
I'm going down all my list of options that I've collected over the years of
my build and trying to eliminate as many as possible to reduce the budget.
Thanks,
bob
href="http://www.matronics.com/Navigator?RV10-List">http://www.matronics.com
/Navigator?RV10-List
href="http://forums.matronics.com">http://forums.matronics.com
href="http://www.matronics.com/contribution">http://www.matronics.com/c
________________________________________________________________________________
| From: | "Rene" <rene(at)felker.com> |
| Subject: | 90 Degree Oil Filter Adapter |
Bob, I have a standby alternator and the standard filter setup. It is not
hard change the oil. I use old rags, put them under the filter and not
problems. I think I am going to try the plastic bag method.
Rene'
801-721-6080
From: owner-rv10-list-server(at)matronics.com
[mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Bob Leffler
Sent: Sunday, August 29, 2010 2:21 PM
Subject: RE: RV10-List: 90 Degree Oil Filter Adapter
Do you have an alternator on the vacuum pad?
From: owner-rv10-list-server(at)matronics.com
[mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Pascal
Sent: Sunday, August 29, 2010 3:23 PM
Subject: Re: RV10-List: 90 Degree Oil Filter Adapter
Bob;
I just went out and looked, unlike my car, the filter is on the top side of
the back and very easy to get to, forget the 90 degree not needed at all in
my opinion.
I stuck my hand under the filter as there is the concern of oil dripping
down the complete rear, looks like plenty of space to put something there to
catch the oil as the filter is removed.
Pascal
From: Bob Leffler <mailto:rv(at)thelefflers.com>
Sent: Sunday, August 29, 2010 4:19 AM
Subject: RV10-List: 90 Degree Oil Filter Adapter
For those that have a IO-540-D4A5, how easy is to change the oil filter in
the standard location?
Does the standby alternator make getting the oil filter on and off any more
difficult?
Would you recommend a 90 degree oil filter adapter?
I'm going down all my list of options that I've collected over the years of
my build and trying to eliminate as many as possible to reduce the budget.
Thanks,
bob
href="http://www.matronics.com/Navigator?RV10-List">http://www.matronics.com
/Navigator?RV10-List
href="http://forums.matronics.com">http://forums.matronics.com
href="http://www.matronics.com/contribution">http://www.matronics.com/c
http://www.matronics.com/Navigator?RV10-List
http://forums.matronics.com
http://www.matronics.com/contribution
________________________________________________________________________________
| From: | Kelly McMullen <kellym(at)aviating.com> |
| Subject: | Re: 90 Degree Oil Filter Adapter |
If you have your plane hangared, the easiest way to deal with the oil
filter is to drain the oil overnight. With 12 hours or more, there will
be only a tablespoon or so of oil left in the filter, and a couple paper
towels under the filter will catch it.
On 8/29/2010 9:04 AM, g.combs wrote:
>
>
> I learned a trick from the mechanic on my field. First i put a few
> rags under filter area for drips. Then loosen filter to were you can
> turn by hand then Take a plastic shopping bag and put over filter you
> can then find various spots to hook bag handles to hold in place. I
> then spin filter off from outside the bag. Inside bag if you can.
> Oil goes in bag filter goes in bag remove bag with oil a filter. It work
> Good. A little awkward at first but after
> A few oil changes you get the procedure down. One thing make sure
> You remove saftey wire remains so
> It does not tear bag.
>
> Geoff
>
> Sent from my iPhone Geoff
>
>
> On Aug 29, 2010, at 11:43 AM, Bill Mauledriver Watson
> wrote:
>
>>
>>
>> It sure doesn't look easy. Haven't gotten there yet but wondering if
>> there is some technique involved?
>>
>> I use a 6 foot plastic 'gutter' on my Maule to keep it all clean...
>> and band aids nearby for the knuckles.
>>
>> Bill Watson
>>
>> On 8/29/2010 10:06 AM, g.combs wrote:
>>> Bob oil filter is easy to get on and off
>>> In the standard location with the backup
>>> Alternator.
>>>
>>> Geoff
>>>
>>> Sent from my iPhone Geoff
>>>
>>>
>>
>>
>>
>>
>>
>>
>>
>
>
________________________________________________________________________________
| Subject: | Re: Tool question - anyone familiar with Enderes tools? |
| From: | Richard Martin <martinaerodrome(at)gmail.com> |
I have sold Enderes tools in my hardware store and used them myself for over
30 years. I think that they aare of the best quality. I also have never
had a warranty problem with Enderes.
Good Luck
Dick Martin
RV8 N23M
the fast one
On Sat, Aug 28, 2010 at 10:20 AM, Bill Mauledriver Watson <
MauleDriver(at)nc.rr.com> wrote:
> MauleDriver(at)nc.rr.com>
>
> I have this one long shaft phillips head screwdriver that keeps falling
> into my hands. It seems to be a #1 phillips but actually works better than
> both my #1 and #2 Craftsman drivers.
>
> Probably inherited it from my Dad's shop. It's rusty and looks like hell
> so I'm never drawn to it... until I'm struggling with some screw. I always
> end up with this one in my hand and the problem is solved.
>
> I've looked Enderes up on the Web and see they forge tools and blah blah.
> Any tool knowledgeable people out there know anything about Enderes? I
> think I want to try some more.
>
> Bill "assembling some painted parts" Watson
>
>
________________________________________________________________________________
| From: | "Dawson-Townsend,Timothy" <tdawson-townsend(at)aurora.aero> |
If you post a brand new message, be sure it has the exact same title, plus
"Re: " in front of it, so the server properly groups them "by thread" for v
iewing online. Otherwise they will show up as a bunch of individual thread
s and be harder to read that way.
Or go ahead and hit "reply" to the original, but strip away the repeated in
formation and just add your own.
Thanks!
TDT
Tim Dawson-Townsend
RV-10 40025
APRS KB1URG
tdt(at)aurora.aero
617-500-4812 (office)
617-905-4800 (mobile)
smaller flight
________________________________________________________________________________
| From: | Linn Walters <pitts_pilot(at)bellsouth.net> |
| Subject: | Re: Post Replies |
But please leave enough of the thread so others (like me! ;-) ) know
what the title and thread relates to ..... like this one!!!
Linn
Dawson-Townsend,Timothy wrote:
>
> If you post a brand new message, be sure it has the exact same title,
> plus "Re: " in front of it, so the server properly groups them "by
> thread" for viewing online. Otherwise they will show up as a bunch of
> individual threads and be harder to read that way.
>
>
>
> Or go ahead and hit "reply" to the original, but strip away the
> repeated information and just add your own.
>
>
> Thanks!
>
>
>
> TDT
>
________________________________________________________________________________
| From: | Sean Stephens <sean(at)stephensville.com> |
| Subject: | Re: Post Replies |
________________________________________________________________________________
| Subject: | Final fitting of the doors |
| From: | "Eric_Kallio" <scout019(at)msn.com> |
I went to do the final fitting of the doors during assembly of the plane and after
the windshield was in. The left door fit just like it did when it was removed
after I made it. The right however is a different story. It seems to have
flattened out a little in the curve which means when closing there is a 3/4" gap
a the door pins between the door outer skin and the fuse. The doors were stored
in the same place, for the same amount of time, and in the same position.
Anyone seen this before or have a suggestion on how to fix it? Heat gun and tie-down
straps haven't worked. It is so bad that even when using the third latch
from Sean at Planearound, the door simply twists and the aft pin won't engage
the pin guides. I REALLY do not feel like remaking a door because it bowed!
Anyone have some experience they can share? Thanks.
Eric Kallio
Trying to get it together so I can go to the hanger.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=310646#310646
________________________________________________________________________________
| From: | Jesse Saint <jesse(at)saintaviation.com> |
I like the portable system because it isxeasily removed for flights where we
ight is more critical than altitude. We have the big steel SkyOx cylinder a
nd strap it to the tunnel cover from the rear seat backs forward. I don't m
ind the skybox canulas, but I imagine different ones could be easily made to
fit on the low pressure side of the regulator. We've never had problems or
complaints.
Jesse Saint
I-TEC, Inc.
jesse(at)itecusa.org
www.itecusa.org
www.mavericklsa.com
C: 352-427-0285
O: 352-465-4545
F: 815-377-3694
Sent from my iPhone
On Aug 30, 2010, at 9:34 AM, David Maib wrote:
> Don't know about renting, but imagine that will not be easy. If I was doin
g it again, I would definitely install a top of the line system in the airpl
ane. We are using a SkyOx portable system that I have owned for many years. I
t works fine, but is a bit of a pain to deal with securing the bottle and de
aling with long lines. Built in would be a must for me at this point. This a
irplane likes to fly high, so we use it on most trips.
>
> David Maib
> 40559
> Flying
>
________________________________________________________________________________
| From: | Kelly McMullen <kellym(at)aviating.com> |
Unless you are using a LOT of O2, the cost of oxygen is relatively
minor. If you do use a lot, getting your own refill setup and a rental
large bottle begins to make sense. Don't forget that whatever you get
needs to be able to come out every 5 yrs for hydrotesting.
On 8/30/2010 8:16 AM, Jesse Saint wrote:
> I like the portable system because it isxeasily removed for flights
> where weight is more critical than altitude. We have the big steel
> SkyOx cylinder and strap it to the tunnel cover from the rear seat
> backs forward. I don't mind the skybox canulas, but I imagine
> different ones could be easily made to fit on the low pressure side of
> the regulator. We've never had problems or complaints.
>
> Jesse Saint
> I-TEC, Inc.
> jesse(at)itecusa.org
> www.itecusa.org <http://www.itecusa.org>
> www.mavericklsa.com <http://www.mavericklsa.com>
> C: 352-427-0285
> O: 352-465-4545
> F: 815-377-3694
>
> Sent from my iPhone
>
> On Aug 30, 2010, at 9:34 AM, David Maib > wrote:
>
>> Don't know about renting, but imagine that will not be easy. If I was
>> doing it again, I would definitely install a top of the line system
>> in the airplane. We are using a SkyOx portable system that I have
>> owned for many years. It works fine, but is a bit of a pain to deal
>> with securing the bottle and dealing with long lines. Built in would
>> be a must for me at this point. This airplane likes to fly high, so
>> we use it on most trips.
>>
>> David Maib
>> 40559
>> Flying
>> **
>> **
> *
>
>
> *
________________________________________________________________________________
| Subject: | Re: Post Replies |
| From: | Dj Merrill <deej(at)deej.net> |
On 08/30/2010 09:36 AM, Linn Walters wrote:
> But please leave enough of the thread so others (like me! ;-) ) know
> what the title and thread relates to ..... like this one!!!
It would also be great if everyone would post BELOW the quoted text, to
help maintain the context and keep text in the natural order of reading.
THANKS!
-Dj
________________________________________________________________________________
| From: | Bruce Johnson <bruce1hwjohnson(at)yahoo.com> |
| Subject: | Re: TMXIO-540 and GAMI injectors |
OK, after all-the discussion on EGT temps I can chime in as I took my 10
up for =0Aits maiden voyage Sat. Most of the temps were close except 2 that
were 100 =0Adegrees above the rest. If all the probes are equally spaced b
elow the manifold =0A'Appox 2 inches" What-else might sway the readings.
=0A=0A=0A=0A=0A=0A________________________________=0AFrom: Kelly McMullen <
apilot2(at)gmail.com>=0ATo: rv10-list(at)matronics.com=0ASent: =0A=0A=0A
________________________________________________________________________________
| Subject: | Re: TMXIO-540 and GAMI injectors |
| From: | amekler(at)metrocast.net |
Called Mattituck today. Will send out the fuel divider tomorrow.
TBC.
Alan
________________________________________________________________________________
| From: | "Bob Turner" <bobturner(at)alum.rpi.edu> |
FBO's/clubs that I know of that rent, rent only masks (because they can be easily
cleaned with alcohol). As the posts suggests, nasal cannulas are far superior,
I would never recommend a mask anymore.
We use the "conserving" cannulas with the little bulb under the nose; I find it
so comfortable that I often don't bother removing it on descent; I wait until
after landing.
And pulse oxymeters have come down in price, it is very useful to get one. Interesting
to watch it in flight; deep breaths are much more effective than shallow
ones, in getting your O2 level up, at least for me.
--------
Bob Turner
RV-10 QB
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=310680#310680
________________________________________________________________________________
| From: | Kelly McMullen <kellym(at)aviating.com> |
| Subject: | Re: Post Replies |
Not to start any disagreement, but top posting is by far the preferred
method on most listservs.
On 8/30/2010 8:39 AM, Dj Merrill wrote:
> - It would also be great if everyone would post BELOW the quoted text, to
> help maintain the context and keep text in the natural order of reading.
>
> THANKS!
>
> -Dj
>
> _
________________________________________________________________________________
| Subject: | Re: Post Replies |
| From: | "woxofswa" <woxof(at)aol.com> |
When I hit reply it doesn't attach all the other stuff so there must be an option
for that.
I prefer a single thread on topic rather than multiple threads with the same title.
--------
Myron Nelson
Mesa, AZ
Emp completed, QB wings completed, legacy build fuse in progress
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=310709#310709
________________________________________________________________________________
| Subject: | Re: Post Replies |
| From: | Dj Merrill <deej(at)deej.net> |
On 08/30/2010 04:19 PM, Kelly McMullen wrote:
>
> Not to start any disagreement, but top posting is by far the preferred
> method on most listservs.
Published Internet Etiquette (RFC 1855) is to trim the message you are
replying to just the part that is relevant, and then place your text
immediately following that text.
I would like to strongly encourage everyone to be polite Internet
Citizens and follow the published rules if possible.
Asking people to place their reply after the relevant text also tends
to encourage them to trim out the extra part of the message that is not
needed. Posting at the top encourages them to simply type their reply,
and they basically "forget" the entire rest of the message, which is how
we end up with really long, messy, and often unintelligible messages.
Here is the published RFC 1855 Netiquette Guidelines for anyone
interested in reading more:
http://tools.ietf.org/html/rfc1855
From Page 8 of the Guideline, here is a relevant snippet:
If you are sending a reply to a message or a posting be sure you
summarize the original at the top of the message, or include just
enough text of the original to give a context. This will make
sure readers understand when they start to read your response.
-Dj
--
Dj Merrill - N1JOV
Glastar Sportsman 2+2 Builder #7118 N421DJ - http://deej.net/sportsman/
Grumman Yankee Driver N9870L - http://deej.net/yankee/
Join us on the New England Aviation Forums - http://forum.deej.net/
________________________________________________________________________________
| Subject: | Copperstate RV10 Nest 2010 |
| From: | "woxofswa" <woxof(at)aol.com> |
Planning is underway for the Third (and last) Annual Copperstate RV10 Nest and
barbeque.
I hope to have the nest set up for the entire three days for peeps to have a shady
place to crash and hang out.
The luncheon will be noonish on Saturday the 23rd and last until we can't stand
it anymore.
Evie is promising better food this year. (She hated the store bought tortillas
last year and plans fresh cooked on the spot this year.) I told her that she
still has to do the chocolate covered treats for Robin.
As always we have to walk a fine line with not competing with the paid concessionaires.
However, we left enough goodies with the campground hosts over the last
couple of years that they have come to know and expect us. The usual carne
asada, salad, dessert, soft drinks and water will be available for voluntary
and discretionary donation. Adult beverages must be BYOB.
I will have as many seats and tables as I can scrounge, but more folding chairs
are always welcome.
I still have a Canon digital camera that was left last year and will bring it this
year unless someone claims it beforehand.
Myron
602 421 2868
--------
Myron Nelson
Mesa, AZ
Emp completed, QB wings completed, legacy build fuse in progress
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=310716#310716
________________________________________________________________________________
| Subject: | Re: Post Replies |
| From: | Kelly McMullen <apilot2(at)gmail.com> |
Given your document reference is 15 years old, and that all the major
email software programs(Microsoft, etc) by default use top posting,
not to mention it is far easier to read with preview panes, where you
don't have to look at the quote unless you want to, I'd say it is open
for debate, and is settled as which primer to use. ;-)
On Mon, Aug 30, 2010 at 1:50 PM, Dj Merrill wrote:
>
> On 08/30/2010 04:19 PM, Kelly McMullen wrote:
>>
>> Not to start any disagreement, but top posting is by far the preferred
>> method on most listservs.
>
>
> Published Internet Etiquette (RFC 1855) is to trim the message you are
> replying to just the part that is relevant, and then place your text
> immediately following that text.
________________________________________________________________________________
| Subject: | Re: Post Replies |
| From: | Dj Merrill <deej(at)deej.net> |
On 8/30/2010 5:21 PM, Kelly McMullen wrote:
>
> Given your document reference is 15 years old, and that all the major
> email software programs(Microsoft, etc) by default use top posting,
> not to mention it is far easier to read with preview panes, where you
> don't have to look at the quote unless you want to, I'd say it is open
> for debate, and is settled as which primer to use. ;-)
The road rules for the US were established far longer than 15 years
ago. Instead of everyone driving on the right side of the road, should
each of us just arbitrarily pick the left or right side of the road on a
whim?
English grammar was also established more than 15 years ago. If you
are reading a page in a novel written in English, do you read it from
the top of the page down, or do you read it from the bottom of the page
up? Should we arbitrarily have some pages on a novel read top down, and
others bottom up?
US road rules were made so we could at least make an attempt at being
polite drivers and to minimize chaos on the roads. RFC 1855 was written
to offer guidelines on how to be a polite Internet Citizen to help
minimize chaos and increase understanding. English grammar is an
attempt to offer rules and guidelines so that we can understand the
written message based around a common framework.
Top posting is in violation of both the Netiquette Guidelines AND
English grammar. Why propagate a behaviour that is in clear opposition
to the way that we read and understand the English language and also
published Internet Guidelines?
-Dj
--
Dj Merrill - N1JOV
Glastar Sportsman 2+2 Builder #7118 N421DJ - http://deej.net/sportsman/
Grumman Yankee Driver N9870L - http://deej.net/yankee/
Join us on the New England Aviation Forums - http://forum.deej.net/
________________________________________________________________________________
| From: | "DLM" <dlm46007(at)cox.net> |
| Subject: | Re: Copperstate RV10 Nest 2010 |
I will be there.
----- Original Message -----
From: "woxofswa" <woxof(at)aol.com>
Sent: Monday, August 30, 2010 2:19 PM
Subject: RV10-List: Copperstate RV10 Nest 2010
>
> Planning is underway for the Third (and last) Annual Copperstate RV10 Nest
> and barbeque.
>
> I hope to have the nest set up for the entire three days for peeps to have
> a shady place to crash and hang out.
>
> The luncheon will be noonish on Saturday the 23rd and last until we can't
> stand it anymore.
>
> Evie is promising better food this year. (She hated the store bought
> tortillas last year and plans fresh cooked on the spot this year.) I told
> her that she still has to do the chocolate covered treats for Robin.
>
> As always we have to walk a fine line with not competing with the paid
> concessionaires. However, we left enough goodies with the campground
> hosts over the last couple of years that they have come to know and expect
> us. The usual carne asada, salad, dessert, soft drinks and water will be
> available for voluntary and discretionary donation. Adult beverages must
> be BYOB.
>
> I will have as many seats and tables as I can scrounge, but more folding
> chairs are always welcome.
>
> I still have a Canon digital camera that was left last year and will bring
> it this year unless someone claims it beforehand.
>
> Myron
> 602 421 2868
>
> --------
> Myron Nelson
> Mesa, AZ
> Emp completed, QB wings completed, legacy build fuse in progress
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=310716#310716
>
>
>
________________________________________________________________________________
| Subject: | Re: Copperstate RV10 Nest 2010 |
| From: | "Strasnuts" <sean(at)braunandco.com> |
If my plane was done I would love to come, however, I wouldn't want to "crash"
in the shaded area.
--------
Cust. #40936
RV-10 SB Fuselage
N801VR reserved
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=310736#310736
________________________________________________________________________________
| Subject: | Re: Post Replies |
| From: | Phillip Perry <philperry9(at)gmail.com> |
I think I'm just going to hit reply and let the pieces fall where ever they
land.
On Aug 30, 2010 7:19 PM, "Dj Merrill" wrote:
>
> On 8/30/2010 5:21 PM, Kelly McMullen wrote:
>>
>> Given your document reference is 15 years old, and that all the major
>> email software programs(Microsoft, etc) by default use top posting,
>> not to mention it is far easier to read with preview panes, where you
>> don't have to look at the quote unless you want to, I'd say it is open
>> for debate, and is settled as which primer to use. ;-)
>
>
> The road rules for the US were established far longer than 15 years
> ago. Instead of everyone driving on the right side of the road, should
> each of us just arbitrarily pick the left or right side of the road on a
> whim?
>
> English grammar was also established more than 15 years ago. If you
> are reading a page in a novel written in English, do you read it from
> the top of the page down, or do you read it from the bottom of the page
> up? Should we arbitrarily have some pages on a novel read top down, and
> others bottom up?
>
> US road rules were made so we could at least make an attempt at being
> polite drivers and to minimize chaos on the roads. RFC 1855 was written
> to offer guidelines on how to be a polite Internet Citizen to help
> minimize chaos and increase understanding. English grammar is an
> attempt to offer rules and guidelines so that we can understand the
> written message based around a common framework.
>
> Top posting is in violation of both the Netiquette Guidelines AND
> English grammar. Why propagate a behaviour that is in clear opposition
> to the way that we read and understand the English language and also
> published Internet Guidelines?
>
> -Dj
>
> --
> Dj Merrill - N1JOV
> Glastar Sportsman 2+2 Builder #7118 N421DJ - http://deej.net/sportsman/
> Grumman Yankee Driver N9870L - http://deej.net/yankee/
> Join us on the New England Aviation Forums - http://forum.deej.net/
>
>
________________________________________________________________________________
| From: | EFDsteve(at)aol.com |
| Subject: | Re: Tool question - anyone familiar with Enderes tools? |
My hands-down best phillips head screw drivers have been using Dewalt tips
on various drivers.
Steve Weinstock
40230
fuse
In a message dated 8/30/2010 7:56:06 A.M. Central Daylight Time,
martinaerodrome(at)gmail.com writes:
I have sold Enderes tools in my hardware store and used them myself for
over 30 years. I think that they aare of the best quality. I also have
never had a warranty problem with Enderes.
Good Luck
Dick Martin
RV8 N23M
the fast one
________________________________________________________________________________
| Subject: | Re: Final fitting of the doors |
| From: | "rvdave" <davidbf(at)centurytel.net> |
Just a thought, is it possible the hinge halves have gotten mismatched from previous
fit?
--------
Dave Ford
RV6 flying
RV10 building
Cadillac, MI
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=310744#310744
________________________________________________________________________________
| Subject: | Re: Post Replies |
| From: | "rv10flyer" <wayne.gillispie(at)yahoo.com> |
All you guys crack me up. Now get back to work building or planning that next flight.
--------
Wayne Gillispie, A&P 5/93, PPC 10/08
Grayson, KY Bldr# 40983
Ord complete kit 8/24/09; DB Sch del 11/20/09
Emp 12/01/09-3/14/10 332 hrs
Wings 3/14/10-
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=310751#310751
________________________________________________________________________________
| From: | Linn Walters <pitts_pilot(at)bellsouth.net> |
| Subject: | Re: Post Replies |
________________________________________________________________________________
| From: | "Albert Gardner" <ibspud(at)roadrunner.com> |
I thought the preferred way was to just have O2 to the pilot so the
passengers can sleep through the flight.
Albert Gardner
N991RV
Yuma, AZ
________________________________________________________________________________
| Subject: | Re: Post Replies |
| From: | Kevin Belue <kdbelue(at)charter.net> |
It's not the way I want to do it...
Sent from my iPhone
On Aug 30, 2010, at 7:09 PM, Dj Merrill wrote:
>
> On 8/30/2010 5:21 PM, Kelly McMullen wrote:
>>
>> Given your document reference is 15 years old, and that all the major
>> email software programs(Microsoft, etc) by default use top posting,
>> not to mention it is far easier to read with preview panes, where you
>> don't have to look at the quote unless you want to, I'd say it is open
>> for debate, and is settled as which primer to use. ;-)
>
>
> The road rules for the US were established far longer than 15 years
> ago. Instead of everyone driving on the right side of the road, should
> each of us just arbitrarily pick the left or right side of the road on a
> whim?
>
> English grammar was also established more than 15 years ago. If you
> are reading a page in a novel written in English, do you read it from
> the top of the page down, or do you read it from the bottom of the page
> up? Should we arbitrarily have some pages on a novel read top down, and
> others bottom up?
>
> US road rules were made so we could at least make an attempt at being
> polite drivers and to minimize chaos on the roads. RFC 1855 was written
> to offer guidelines on how to be a polite Internet Citizen to help
> minimize chaos and increase understanding. English grammar is an
> attempt to offer rules and guidelines so that we can understand the
> written message based around a common framework.
>
> Top posting is in violation of both the Netiquette Guidelines AND
> English grammar. Why propagate a behaviour that is in clear opposition
> to the way that we read and understand the English language and also
> published Internet Guidelines?
>
> -Dj
>
> --
> Dj Merrill - N1JOV
> Glastar Sportsman 2+2 Builder #7118 N421DJ - http://deej.net/sportsman/
> Grumman Yankee Driver N9870L - http://deej.net/yankee/
> Join us on the New England Aviation Forums - http://forum.deej.net/
>
>
>
>
________________________________________________________________________________
| Subject: | Re: Final fitting of the doors |
| From: | "jayb" <jaybrinkmeyer(at)yahoo.com> |
Can you post a couple of photos?
Thanks,
Jay
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=310796#310796
________________________________________________________________________________
| Subject: | Re: Post Replies |
| From: | Dj Merrill <deej(at)deej.net> |
On 08/31/2010 09:05 AM, Tim Olson wrote:
> These days, every mail reader I've used when you hit
> reply, it top posts the reply, including "alpine", the
> "new pine" text client. The idea is to keep your work
> to a minimum, so you hit reply, and start typing.
It may keep your work to a minimum, but it makes a huge mess out of the
email replies when people do this, which was the original complaint that
started off this thread. Whether top or bottom posting, if people do
not make that very little extra effort to trim the rest of the message,
it creates a lot more work for the rest of us to attempt to understand
the resulting mess of a message. Just hitting reply and start typing,
and not doing any trimming is a Bad Thing(tm).
In other words, a very little amount of extra work on the part of
person replying to TRIM, saves work for ALL of the people reading and
attempting to understand the reply, which added together exceeds the
little extra work it would take for the person replying to trim the message.
Net sum = trimming the message saves the most amount of work for
everyone involved.
> I receive often over 100 emails at work a day, and my
> Thunderbird threaded mail reader works awesome for
> threaded emails.
In Thunderbird, go to Account Settings, Composition and Addressing,
select "Automatically quite the original message when replying", and in
the drop down box select "Start my reply below the quote". See, it is
very easy for you to become a polite Internet Citizen, too! :-)
> If that makes me a bad net citizen, oh well,
*shrug* All we can do is try to educate people to be polite in our
society. If they choose to be rude, well, I guess there isn't much we
can do about it, but it sure isn't very nice to the other people.
I work in higher education, so reading comprehension is a big deal in
my environment. Using the English language means organizing your
message so that the recipients are reading from the top down for best
reading comprehension. If that means someone has to spend a little
extra effort in order to format their email properly so that the
recipient has a better chance of understanding the message, then that is
a good investment of time.
We wouldn't take lazy, sloppy shortcuts when building our airplanes, so
why do it when communicating with other builders about those airplanes?
-Dj
--
Dj Merrill - N1JOV
Glastar Sportsman 2+2 Builder #7118 N421DJ - http://deej.net/sportsman/
Grumman Yankee Driver N9870L - http://deej.net/yankee/
Join us on the New England Aviation Forums - http://forum.deej.net/
________________________________________________________________________________
| From: | Vernon Smith <planesmith(at)hotmail.com> |
| Subject: | Van's Homecoming |
Hi All=2C
It's been a while=2C but for those who didn't make it to Van's Homecoming I
put together a short video of the event. Here is the link http://www.youtu
be.com/watch?v=0MTC5Ki2ltg.Enjoy=2C
Vern Smith (40324 sold)
________________________________________________________________________________
| From: | Bill Mauledriver Watson <MauleDriver(at)nc.rr.com> |
| Subject: | Re: Tool question - anyone familiar with Enderes tools? |
I'm going to give them a look. Thanks.
Bill "dreaming about tools while fooling around with paint" Watson
On 8/30/2010 9:00 PM, EFDsteve(at)aol.com wrote:
> My hands-down best phillips head screw drivers have been using Dewalt
> tips on various drivers.
> Steve Weinstock
> 40230
> fuse
> In a message dated 8/30/2010 7:56:06 A.M. Central Daylight Time,
> martinaerodrome(at)gmail.com writes:
>
> I have sold Enderes tools in my hardware store and used them
> myself for over 30 years. I think that they aare of the best
> quality. I also have never had a warranty problem with Enderes.
> Good Luck
> Dick Martin
> RV8 N23M
> the fast one
>
>
> *
>
> ===================================
>
> *
>
> *
>
>
> *
________________________________________________________________________________
| From: | "Simon Wilson" <simon(at)sertech.com.au> |
Come on guys, what's all the fuss.
Top posts are there because that is where you start reading AT THE TOP. As
for the rest, the solution is easy DON'T READ IT.
The bandwidth used on these text only messages is minimal.
Cheers
Simon
-----Original Message-----
From: owner-rv10-list-server(at)matronics.com
[mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Dj Merrill
Sent: Wednesday, 1 September 2010 1:03 AM
Subject: Re: RV10-List: Post Replies
On 08/31/2010 09:05 AM, Tim Olson wrote:
> These days, every mail reader I've used when you hit
> reply, it top posts the reply, including "alpine", the
> "new pine" text client. The idea is to keep your work
> to a minimum, so you hit reply, and start typing.
It may keep your work to a minimum, but it makes a huge mess out of
the
email replies when people do this, which was the original complaint that
started off this thread. Whether top or bottom posting, if people do
not make that very little extra effort to trim the rest of the message,
it creates a lot more work for the rest of us to attempt to understand
the resulting mess of a message. Just hitting reply and start typing,
and not doing any trimming is a Bad Thing(tm).
In other words, a very little amount of extra work on the part of
person replying to TRIM, saves work for ALL of the people reading and
attempting to understand the reply, which added together exceeds the
little extra work it would take for the person replying to trim the message.
Net sum = trimming the message saves the most amount of work for
everyone involved.
> I receive often over 100 emails at work a day, and my
> Thunderbird threaded mail reader works awesome for
> threaded emails.
In Thunderbird, go to Account Settings, Composition and Addressing,
select "Automatically quite the original message when replying", and in
the drop down box select "Start my reply below the quote". See, it is
very easy for you to become a polite Internet Citizen, too! :-)
> If that makes me a bad net citizen, oh well,
*shrug* All we can do is try to educate people to be polite in our
society. If they choose to be rude, well, I guess there isn't much we
can do about it, but it sure isn't very nice to the other people.
I work in higher education, so reading comprehension is a big deal
in
my environment. Using the English language means organizing your
message so that the recipients are reading from the top down for best
reading comprehension. If that means someone has to spend a little
extra effort in order to format their email properly so that the
recipient has a better chance of understanding the message, then that is
a good investment of time.
We wouldn't take lazy, sloppy shortcuts when building our airplanes,
so
why do it when communicating with other builders about those airplanes?
-Dj
--
Dj Merrill - N1JOV
Glastar Sportsman 2+2 Builder #7118 N421DJ - http://deej.net/sportsman/
Grumman Yankee Driver N9870L - http://deej.net/yankee/
Join us on the New England Aviation Forums - http://forum.deej.net/
________________________________________________________________________________
| From: | Rick <ricksked(at)cox.net> |
| Subject: | Re: Post Replies |
Jeez I agree...this horse is dead, butchered and cooked well
done...I'm flying but don't the rest of you have airplanes to
build..you to Chris!!! You started this!! :)
Rick
Sent from my iPhone
On Aug 31, 2010, at 7:18 PM, "Simon Wilson"
wrote:
>
> Come on guys, what's all the fuss.
>
> Top posts are there because that is where you start reading AT THE
> TOP. As
> for the rest, the solution is easy DON'T READ IT.
>
> The bandwidth used on these text only messages is minimal.
>
> Cheers
> Simon
>
> -----Original Message-----
> From: owner-rv10-list-server(at)matronics.com
> [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Dj Merrill
> Sent: Wednesday, 1 September 2010 1:03 AM
> To: rv10-list(at)matronics.com
> Subject: Re: RV10-List: Post Replies
>
>
> On 08/31/2010 09:05 AM, Tim Olson wrote:
>
>> These days, every mail reader I've used when you hit
>> reply, it top posts the reply, including "alpine", the
>> "new pine" text client. The idea is to keep your work
>> to a minimum, so you hit reply, and start typing.
>
>
> It may keep your work to a minimum, but it makes a huge mess out of
> the
> email replies when people do this, which was the original complaint
> that
> started off this thread. Whether top or bottom posting, if people do
> not make that very little extra effort to trim the rest of the
> message,
> it creates a lot more work for the rest of us to attempt to understand
> the resulting mess of a message. Just hitting reply and start typing,
> and not doing any trimming is a Bad Thing(tm).
>
> In other words, a very little amount of extra work on the part of
> person replying to TRIM, saves work for ALL of the people reading and
> attempting to understand the reply, which added together exceeds the
> little extra work it would take for the person replying to trim the
> message.
>
> Net sum = trimming the message saves the most amount of work for
> everyone involved.
>
>
>> I receive often over 100 emails at work a day, and my
>> Thunderbird threaded mail reader works awesome for
>> threaded emails.
>
> In Thunderbird, go to Account Settings, Composition and Addressing,
> select "Automatically quite the original message when replying", and
> in
> the drop down box select "Start my reply below the quote". See, it is
> very easy for you to become a polite Internet Citizen, too! :-)
>
>
>> If that makes me a bad net citizen, oh well,
>
> *shrug* All we can do is try to educate people to be polite in our
> society. If they choose to be rude, well, I guess there isn't much we
> can do about it, but it sure isn't very nice to the other people.
>
> I work in higher education, so reading comprehension is a big deal
> in
> my environment. Using the English language means organizing your
> message so that the recipients are reading from the top down for best
> reading comprehension. If that means someone has to spend a little
> extra effort in order to format their email properly so that the
> recipient has a better chance of understanding the message, then
> that is
> a good investment of time.
>
> We wouldn't take lazy, sloppy shortcuts when building our
> airplanes,
> so
> why do it when communicating with other builders about those
> airplanes?
>
> -Dj
>
> --
> Dj Merrill - N1JOV
> Glastar Sportsman 2+2 Builder #7118 N421DJ - http://deej.net/
> sportsman/
> Grumman Yankee Driver N9870L - http://deej.net/yankee/
> Join us on the New England Aviation Forums - http://forum.deej.net/
>
>
________________________________________________________________________________
| From: | "Chris Hukill" <cjhukill(at)cox.net> |
Since I feel some responsibility for starting this "war", let me
reiterate what my original request was. Please just trim the message of
the original posts so we don't have to skim through the entire history
of the thread with each subsequent post. Simple really, doesn't matter
where, or if, you include whatever snippet of the pertinent point that
you want to comment on. Just take the time to trim and everyone will
benefit, irregardless of their favored protocol or level of education.
Thanks in advance!
Chris Hukill
________________________________________________________________________________
| From: | "DLM" <dlm34077(at)cox.net> |
Anyone have takeoff/climb performance at 6000-7000 DA? I may use TRK or
CXP; TRK has temporary construction which has shortened the main runway.
Weight would be about 2400. I may make the departure IMC and fly the
departure procedure. One reference is a PRC departure @80F and a ground
roll as measured by the tower was 2500 ft; weight was 2700-2800. Another
is a 12 second takeoff roll at ZUN with outside air @ 60F. Has anyone
developed a performance table or the 10 at various weights/pressure
altitudes/temperatures?
________________________________________________________________________________
| From: | Jae Chang <jc-matronics_rv10(at)jline.com> |
| Subject: | AOPA Online: King Schools owners mistakenly detained, AOPA |
president outraged
http://www.aopa.org/aircraft/articles/2010/100830kings.html
Has anyone seen this yet? wow!
________________________________________________________________________________
| Subject: | Re: AOPA Online: King Schools owners mistakenly detained, AOPA |
p
| From: | "Strasnuts" <sean(at)braunandco.com> |
I saw it too. I always knew they were up to something. She always looked suspicious
or something like that.
--------
Cust. #40936
RV-10 SB Fuselage
N801VR reserved
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=310963#310963
________________________________________________________________________________
| Subject: | Re: AOPA Online: King Schools owners mistakenly detained, |
AOPA p
| From: | bruce breckenridge <bbreckenridge(at)gmail.com> |
I read it the other day - what a mess!! Then, I read yesterday that the
AOPA Summit in November has them speaking on the following:
The Kings on Avoiding Unwanted
Adventure<http://www.aopa.org/summit/schedule/descriptions.cfm#The
Kings on Avoiding
Unwanted Adventure>
What a coincidence!
Bruce Breckenridge
Wings & Stuff.
On Wed, Sep 1, 2010 at 9:40 AM, Strasnuts wrote:
>
> I saw it too. I always knew they were up to something. She always looked
> suspicious or something like that.
>
> --------
> Cust. #40936
> RV-10 SB Fuselage
> N801VR reserved
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=310963#310963
>
>
________________________________________________________________________________
| From: | Robin Marks <robin(at)PaintTheWeb.com> |
| Subject: | Re: AOPA Online: King Schools owners mistakenly detained, |
AOPA p
Expect a new instructional video from the Kings next week:
Learn to Steal a Plane in 15 Minutes or Less. VHS or DVD $59.95
[image: Computer Based Ground School]
-----Original Message-----
From: owner-rv10-list-server(at)matronics.com [mailto:
owner-rv10-list-server(at)matronics.com] On Behalf Of Strasnuts
Sent: Wednesday, September 01, 2010 9:40 AM
Subject: RV10-List: Re: AOPA Online: King Schools owners mistakenly
detained, AOPA p
I saw it too. I always knew they were up to something. She always looked
suspicious or something like that.
--------
Cust. #40936
RV-10 SB Fuselage
N801VR reserved
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=310963#310963
________________________________________________________________________________
| From: | Robin Marks <robin(at)PaintTheWeb.com> |
| Subject: | Re: AOPA Online: King Schools owners mistakenly detained, |
AOPA p
Expect a new instructional video from the Kings next week:
Learn to Steal a Plane in 15 Minutes or Less. VHS or DVD $59.95
[image: Computer Based Ground School]
-----Original Message-----
From: owner-rv10-list-server(at)matronics.com [mailto:
owner-rv10-list-server(at)matronics.com] On Behalf Of Strasnuts
Sent: Wednesday, September 01, 2010 9:40 AM
Subject: RV10-List: Re: AOPA Online: King Schools owners mistakenly
detained, AOPA p
I saw it too. I always knew they were up to something. She always looked
suspicious or something like that.
--------
Cust. #40936
RV-10 SB Fuselage
N801VR reserved
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=310963#310963
________________________________________________________________________________
| From: | Bill Mauledriver Watson <MauleDriver(at)nc.rr.com> |
| Subject: | Re: AOPA Online: King Schools owners mistakenly detained, |
AOPA president outraged
That how it must feel to get profiled... you know, didn't do anything
but spread eagled and frisked with guns drawn.
Maybe a bit over-pissed.
On 9/1/2010 11:55 AM, Jae Chang wrote:
>
> http://www.aopa.org/aircraft/articles/2010/100830kings.html
>
> Has anyone seen this yet? wow!
>
>
________________________________________________________________________________
| Subject: | Re: AOPA Online: King Schools owners mistakenly detained, |
AOPA p
| From: | amekler(at)metrocast.net |
On Wed 09/01/10 1:02 PM , Robin Marks wrote:
Expect a new instructional video from the Kings next week:
Learn to Steal a Plane in 15 Minutes or Less. VHS or DVD $59.95 With
introduction by Colton Harris-Moore. [1]
-----Original Message-----
From: [mailto:] On Behalf Of Strasnuts
Sent: Wednesday, September 01, 2010 9:40 AM
To:
Subject: RV10-List: Re: AOPA Online: King Schools owners mistakenly
detained, AOPA p
I saw it too. I always knew they were up to something. She always
looked suspicious or something like that.
--------
Cust. #40936
RV-10 SB Fuselage
N801VR reserved
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=310963#310963 [6]
====================
- The RV10-List Email Forum -
o browse
scription,
, Chat, FAQ,
http://www.matronics.com/Navigator?RV10-List [7]
====================
- MATRONICS WEB FORUMS -
eb Forums!
nics.com">http://forums.matronics.com
====================
- List Contribution Web Site -
-Matt Dralle, List Admin.
s.com/contribution">http://www.matronics.com/contribution
====================
Links:
------
[1]
http://www.google.com/imgres?imgurl=http://farm5.static.flickr.com/4118/4
769129328_60954d054f_o.jpg&imgrefurl=http://proof-proofpositive.blogs
pot.com/2010/07/barefoot-bandit-colton-harris-moore.html&h=240&w
=320&sz=43&tbnid=5MQM5j6kPKXrIM:&tbnh=89&tbnw=118
&prev=/images%3Fq%3Dbarefoot%2Bbandit&zoom=1&hl=en&us
g=__wcX05uZ7cG86CpjQ7ef5x85tgbQ=&sa=X&ei=N5J-TOOTNIS0lQfdnP
3sAw&ved=0CCkQ9QEwBA
[6] http://forums.matronics.com/viewtopic.php?p=310963#310963
[7] http://www.matronics.com/Navigator?RV10-List
________________________________________________________________________________
| From: | Sean Stephens <sean(at)stephensville.com> |
Has anyone put a taxi light in their cowl, or are most just aiming one
of two landing lights for taxi?
Sean #40303 fuse side skins
________________________________________________________________________________
| Subject: | Re: AOPA Online: King Schools owners mistakenly detained, |
AOPA president outraged
| From: | darnpilot(at)aol.com |
Its not so funny when it happens to a wealthy white couple, and makes us
think about this ever evolving police state. Yet, we think nothing of it
when it happens daily to Blacks and Latinos.
Jeff
Jacksonville, FL
__i__
*-----o--o--(_)--o--o-----*
-----Original Message-----
From: Bill Mauledriver Watson <MauleDriver(at)nc.rr.com>
Sent: Wed, Sep 1, 2010 1:39 pm
Subject: Re: RV10-List: AOPA Online: King Schools owners mistakenly detain
ed, AOPA president outraged
r.com>
That how it must feel to get profiled... you know, didn't do anything but
spread eagled and frisked with guns drawn.
Maybe a bit over-pissed.
On 9/1/2010 11:55 AM, Jae Chang wrote:
>
> http://www.aopa.org/aircraft/articles/2010/100830kings.html
>
> Has anyone seen this yet? wow!
>
>
========================
============
========================
============
========================
============
========================
============
________________________________________________________________________________
| From: | "DLM" <dlm46007(at)cox.net> |
| Subject: | Re: AOPA Online: King Schools owners mistakenly detained, |
AOPA president outraged
As the country song says "This ain't nothing" . In 1977 my Cessna 1976
177rg was on leaseback to an FBO in Tulsa. some characters arrived and
said he needed a 135 ride to OKC. No charter pilots were available. A
local pilot in the FBO stated that he was checked out in the airplane
and would fly it to OKC for them. Several hours later the rental pilot
called in from Dallas LOVE to say that the passengers had other business
in Texas. By that time the FBO advised the pilot that if he had the
airplane key in his pocket he had better run as he did not know for what
those characters were wanted. After he hung up he was placed prone on
the ramp with the others by the FBI. The "passengers" were Fort
Leavenworth escapees trying to go to Mexico.
Remember the bureaucracy and the "punishment of the innocents". The
government rarely has the paperwork correct. But in my case the did.
Aircraft was returned to RVS; my current craft has the "poor man's
lojack" installed.
Whatever your color, if the paperwork is wrong, you will be stopped. As
for our TSA, profiling would make a lot more sense than the "electronic
strip" searches being forced on random airline passengers.
Former airline and oil company employee
retired and haven't been on an airline flight but once in 15 years
----- Original Message -----
From: darnpilot(at)aol.com
To: rv10-list(at)matronics.com
Sent: Wednesday, September 01, 2010 1:40 PM
Subject: Re: RV10-List: AOPA Online: King Schools owners mistakenly
detained, AOPA president outraged
Its not so funny when it happens to a wealthy white couple, and makes
us think about this ever evolving police state. Yet, we think nothing
of it when it happens daily to Blacks and Latinos.
Jeff
Jacksonville, FL
__i__
*-----o--o--(_)--o--o-----*
-----Original Message-----
From: Bill Mauledriver Watson <MauleDriver(at)nc.rr.com>
To: rv10-list(at)matronics.com
Sent: Wed, Sep 1, 2010 1:39 pm
Subject: Re: RV10-List: AOPA Online: King Schools owners mistakenly
detained, AOPA president outraged
That how it must feel to get profiled... you know, didn't do anything
but spread eagled and frisked with guns drawn.
Maybe a bit over-pissed.
On 9/1/2010 11:55 AM, Jae Chang wrote:
>
> http://www.aopa.org/aircraft/articles/2010/100830kings.html
>
> Has anyone seen this yet? wow!
>
>
===========
et=_blank>http://www.matronics.com/Navigator?RV10-List
===========
://forums.matronics.com
===========
lank>http://www.matronics.com/contribution
===========
________________________________________________________________________________
| From: | Rick Lark <larkrv10(at)yahoo.ca> |
| Subject: | Duckworth HID lights |
Hi all
-
I'm just about to order a 35Watt, DS1 HID light- kit from Duckworth's.-
The less expensive 50 Watt system is tempting as it's supposedly 5X more b
right than a halogen.- The 35W is 4X more bright (as I've been told by th
e Duckworth people).
-
What does the group think?-- I'm still flying behind a '76 Cardinal wit
h 75 W incandescend so I know the HID's will be a huge improvement.- I pl
an to mount it in the leading edge, and don't plan to put any antennas in t
he wing tips, led strobes and nav lights are also planned.- Is the higher
noise issue of the less costly system of any concern???
-
Opinions all welcomed.- Thx...
-
Rick
#40956
Southampton, Ont=0A=0A
________________________________________________________________________________
| From: | "Seano" <sean(at)braunandco.com> |
| Subject: | Re: Duckworth HID lights |
I bought the 35w DS1 phillips for the reduced noise....I haven't
installed it yet so I went off this:
What TYPE of HID Lamp is used?
There are various types of HID lamps. The D1S and D2S are 2 of the most
common, with the D1S being the preferred lamp. The reason is that D1S
lamps have the 'igniter' in the lamp base, whereas D2S have the
'igniter' in the ballast. That means that the D2S lamps have a high
voltage wire (upwards of 20kV possible!) from the ballast to the lamp
that can cause much more 'noise' and shock hazard, while the D1S has the
high voltage step right at the lamp. D1S lamps for the HIDs in your
plane are preferred to minimize radio interference and high voltage on
cables.
----- Original Message -----
From: Rick Lark
To: RV10-list
Sent: Wednesday, September 01, 2010 5:40 PM
Subject: RV10-List: Duckworth HID lights
Hi all
I'm just about to order a 35Watt, DS1 HID light kit from
Duckworth's. The less expensive 50 Watt system is tempting as it's
supposedly 5X more bright than a halogen. The 35W is 4X more bright (as
I've been told by the Duckworth people).
What does the group think? I'm still flying behind a '76
Cardinal with 75 W incandescend so I know the HID's will be a huge
improvement. I plan to mount it in the leading edge, and don't plan to
put any antennas in the wing tips, led strobes and nav lights are also
planned. Is the higher noise issue of the less costly system of any
concern???
Opinions all welcomed. Thx...
Rick
#40956
Southampton, Ont
________________________________________________________________________________
| Subject: | Re: Post Replies |
| From: | "woxofswa" <woxof(at)aol.com> |
I don't know the mechanics but I just checked on the forum and had 10 threads involving
the King Schools without any idea of which was the lead one and how the
traffic followed.
If that example is what is meant by starting a new thread rather than replying
to the original one, then my vote would be "no thanks". To me it makes much more
sense to have one cascading thread per topic.
--------
Myron Nelson
Mesa, AZ
Emp completed, QB wings completed, legacy build fuse in progress
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=311008#311008
________________________________________________________________________________
| From: | Tim Olson <Tim(at)MyRV10.com> |
| Subject: | Re: Duckworth HID lights |
I'd stick with the lower noise. As a side benefit, you run less wattage at 3
5W so your current draw won't be quite as much. They are PLENTY bright. Tim
On Sep 1, 2010, at 6:40 PM, Rick Lark wrote:
> Hi all
>
> I'm just about to order a 35Watt, DS1 HID light kit from Duckworth's. Th
e less expensive 50 Watt system is tempting as it's supposedly 5X more brigh
t than a halogen. The 35W is 4X more bright (as I've been told by the Duckw
orth people).
>
> What does the group think? I'm still flying behind a '76 Cardinal with 7
5 W incandescend so I know the HID's will be a huge improvement. I plan to m
ount it in the leading edge, and don't plan to put any antennas in the wing t
ips, led strobes and nav lights are also planned. Is the higher noise issue
of the less costly system of any concern???
>
> Opinions all welcomed. Thx...
>
> Rick
> #40956
> Southampton, Ont
>
>
>
==========================
=========
==========================
=========
==========================
=========
==========================
=========
>
________________________________________________________________________________
| From: | Robin Marks <robin(at)PaintTheWeb.com> |
| Subject: | Duckworth HID lights |
Rick, I purchased the 35 Watt units from DW (only 35 Watt offered at the
time) and have received MANY compliments for brightness and ability to
recognize from great distances especially with Wig/Wag.
On my =93budget=94 8A I purchased two 50 Watt auto HID=92s on eBay for ~$70
/set.
They include wiring, ballast and bare bulb. We placed them in standard
rectangular auto bulb just like the Duckworks Lightweight Rectangular light
kits for $12.00 each. All in I have dual 50 Watt HID=92s for under $110. No
t a
great savings when considering one has to buy the Leading Edge install kit
too but I think I paid more for my original HID=92s than DW now gets for th
em.
You will appreciate the power of HID=92s.
Robin
*From:* owner-rv10-list-server(at)matronics.com [mailto:
owner-rv10-list-server(at)matronics.com] *On Behalf Of *Rick Lark
*Sent:* Wednesday, September 01, 2010 4:41 PM
*To:* RV10-list
*Subject:* RV10-List: Duckworth HID lights
Hi all
I'm just about to order a 35Watt, DS1 HID light kit from Duckworth's. The
less expensive 50 Watt system is tempting as it's supposedly 5X more bright
than a halogen. The 35W is 4X more bright (as I've been told by the
Duckworth people).
What does the group think? I'm still flying behind a '76 Cardinal with 75
W incandescend so I know the HID's will be a huge improvement. I plan to
mount it in the leading edge, and don't plan to put any antennas in the win
g
tips, led strobes and nav lights are also planned. Is the higher noise
issue of the less costly system of any concern???
Opinions all welcomed. Thx...
Rick
#40956
Southampton, Ont
* *
* *
===========*
===========*
===========*
===========*
* *
________________________________________________________________________________
| From: | Sean Stephens <sean(at)stephensville.com> |
| Subject: | Re: Duckworth HID lights |
I went 35W also. Was told they will be plenty bright. Not flying yet,
so no data points.
-Sean #40303
On 9/1/10 6:50 PM, Seano wrote:
> I bought the 35w DS1 phillips for the reduced noise....I haven't
> installed it yet so I went off this:
>
> *What TYPE of HID Lamp is used?*
> There are various types of HID lamps. The D1S and D2S are 2 of the
> most common, with the D1S being the preferred lamp. The reason is that
> D1S lamps have the igniter in the lamp base, whereas D2S have the
> igniter in the ballast. That means that the D2S lamps have a high
> voltage wire (upwards of 20kV possible!) from the ballast to the lamp
> that can cause much more noise and shock hazard, while the D1S has
> the high voltage step right at the lamp. D1S lamps for the HIDs in
> your plane are preferred to minimize radio interference and high
> voltage on cables.
>
> ----- Original Message -----
> *From:* Rick Lark
> *To:* RV10-list
> *Sent:* Wednesday, September 01, 2010 5:40 PM
> *Subject:* RV10-List: Duckworth HID lights
>
> Hi all
> I'm just about to order a 35Watt, DS1 HID light kit from
> Duckworth's. The less expensive 50 Watt system is tempting as it's
> supposedly 5X more bright than a halogen. The 35W is 4X more
> bright (as I've been told by the Duckworth people).
> What does the group think? I'm still flying behind a '76 Cardinal
> with 75 W incandescend so I know the HID's will be a huge
> improvement. I plan to mount it in the leading edge, and don't
> plan to put any antennas in the wing tips, led strobes and nav
> lights are also planned. Is the higher noise issue of the less
> costly system of any concern???
> Opinions all welcomed. Thx...
> Rick
> #40956
> Southampton, Ont
>
>
> *
>
> href="http://www.matronics.com/Navigator?RV10-List">http://www.matronics.com/Navigator?RV10-List
> href="http://forums.matronics.com">http://forums.matronics.com
> href="http://www.matronics.com/contribution">http://www.matronics.com/c
> *
>
> *
>
>
> *
________________________________________________________________________________
| From: | Matt Dralle <dralle(at)matronics.com> |
| Subject: | Re: Duckworth HID lights |
I've got a 50w DW HID kit in each wing of the RV-8. Just right. I wouldn't want
any less.
-
Matt Dralle
RV-8 #82880 N998RV
http://www.mattsrv8.com - Matt's RV-8 Construction Log
http://www.youtube.com/MattsRV8 - Matt's RV-8 HDTV YouTube Channel
Status: 90+ Hours TTSN - Enjoying Every Minute...
At 05:27 PM 9/1/2010 Wednesday, you wrote:
>
> I went 35W also. Was told they will be plenty bright. Not flying yet, so no data
points.
>
>-Sean #40303
>
>On 9/1/10 6:50 PM, Seano wrote:
>>I bought the 35w DS1 phillips for the reduced noise....I haven't installed it
yet so I went off this:
>>
>>*What TYPE of HID Lamp is used?*
>>There are various types of HID lamps. The D1S and D2S are 2 of the most common,
with the D1S being the preferred lamp. The reason is that D1S lamps have the
igniter in the lamp base, whereas D2S have the igniter in the ballast. That
means that the D2S lamps have a high voltage wire (upwards of 20kV possible!)
from the ballast to the lamp that can cause much more noise and shock hazard,
while the D1S has the high voltage step right at the lamp. D1S lamps for the HIDs
in your plane are preferred to minimize radio interference and high voltage
on cables.
>>
>> ----- Original Message -----
>> *From:* Rick Lark
>> *To:* RV10-list
>> *Sent:* Wednesday, September 01, 2010 5:40 PM
>> *Subject:* RV10-List: Duckworth HID lights
>>
>> Hi all
>> I'm just about to order a 35Watt, DS1 HID light kit from
>> Duckworth's. The less expensive 50 Watt system is tempting as it's
>> supposedly 5X more bright than a halogen. The 35W is 4X more
>> bright (as I've been told by the Duckworth people).
>> What does the group think? I'm still flying behind a '76 Cardinal
>> with 75 W incandescend so I know the HID's will be a huge
>> improvement. I plan to mount it in the leading edge, and don't
>> plan to put any antennas in the wing tips, led strobes and nav
>> lights are also planned. Is the higher noise issue of the less
>> costly system of any concern???
>> Opinions all welcomed. Thx...
>> Rick
>> #40956
>> Southampton, On
________________________________________________________________________________
| From: | "DLM" <dlm46007(at)cox.net> |
| Subject: | Re: Duckworth HID lights |
I installed HID from www.planelights.com
http://www.planelights.com/index.php?id=661 is my aircraft.
----- Original Message -----
From: Robin Marks
To: rv10-list(at)matronics.com
Sent: Wednesday, September 01, 2010 5:22 PM
Subject: RE: RV10-List: Duckworth HID lights
Rick, I purchased the 35 Watt units from DW (only 35 Watt offered at
the time) and have received MANY compliments for brightness and ability
to recognize from great distances especially with Wig/Wag.
On my =93budget=94 8A I purchased two 50 Watt auto HID=92s on eBay for
~$70/set. They include wiring, ballast and bare bulb. We placed them in
standard rectangular auto bulb just like the Duckworks Lightweight
Rectangular light kits for $12.00 each. All in I have dual 50 Watt
HID=92s for under $110. Not a great savings when considering one has to
buy the Leading Edge install kit too but I think I paid more for my
original HID=92s than DW now gets for them. You will appreciate the
power of HID=92s.
Robin
From: owner-rv10-list-server(at)matronics.com
[mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Rick Lark
Sent: Wednesday, September 01, 2010 4:41 PM
To: RV10-list
Subject: RV10-List: Duckworth HID lights
Hi all
I'm just about to order a 35Watt, DS1 HID light kit from
Duckworth's. The less expensive 50 Watt system is tempting as it's
supposedly 5X more bright than a halogen. The 35W is 4X more bright (as
I've been told by the Duckworth people).
What does the group think? I'm still flying behind a '76
Cardinal with 75 W incandescend so I know the HID's will be a huge
improvement. I plan to mount it in the leading edge, and don't plan to
put any antennas in the wing tips, led strobes and nav lights are also
planned. Is the higher noise issue of the less costly system of any
concern???
Opinions all welcomed. Thx...
Rick
#40956
Southampton, Ont
= Use the Matronics List Features Navigator to browseDay Browse,
Chat, FAQ,
w.matronics.com/Navigator?RV10-List">http://www.matronics.com/Navigator?R
V1======================
m">http://forums.matronics.com
http://www.matronics.com/contribution============
________________________________________________________________________________
| From: | Mark Garrison <sean(at)hangerg.com> |
| Subject: | Bose Headset for sale |
Hello all,
If anyone is interested I am selling a used Bose Aviation X headset with about
15 hours of use on it. My wife who hated to fly used this headset and it is no
longer needed. So I am looking to sell it for $750 if anyone is interested.
________________________________________________________________________________
| Subject: | Seat Belt Counter Sink...... |
| From: | Phillip Perry <philperry9(at)gmail.com> |
It's almost time to countersink the seatbelt anchors into the cabin top.
Does anyone know the current location of the countersink? It probably time
for me to put my name on the list.
Thanks,
Phil
________________________________________________________________________________
| Subject: | Re: Copperstate RV10 Nest 2010 |
| From: | "woxofswa" <woxof(at)aol.com> |
There has been a request to do the meal on Friday night instead of Sat noon. I
am happy either way and will go with the preferences of the majority of those
planning to attend.
--------
Myron Nelson
Mesa, AZ
Emp completed, QB wings completed, legacy build fuse in progress
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=311102#311102
________________________________________________________________________________
| From: | "Pascal" <rv10builder(at)verizon.net> |
There was a Tom who did this. Hopefully the pictures will come through.
He had his light right inside the inlet on the cowls.
--------------------------------------------------
From: "Sean Stephens" <sean(at)stephensville.com>
Sent: Wednesday, September 01, 2010 1:22 PM
Subject: RV10-List: Taxi Light
>
> Has anyone put a taxi light in their cowl, or are most just aiming one
> of two landing lights for taxi?
>
> Sean #40303 fuse side skins
________________________________________________________________________________
| From: | Danny Riggs <jdriggs49(at)msn.com> |
Not too many are putting the light in the cowl because with the engine runn
ing you get a LOT of reflection off the back of the prop. At any kind of en
gine revolutions the prop disc becomes rather solid and reflects back most
of the light trying to shine through it.
> From: rv10builder(at)verizon.net
> To: rv10-list(at)matronics.com
> Subject: RV10-List: Fw: HID Lights
> Date: Thu=2C 2 Sep 2010 12:35:25 -0700
>
> There was a Tom who did this. Hopefully the pictures will come through.
> He had his light right inside the inlet on the cowls.
>
>
> --------------------------------------------------
> From: "Sean Stephens" <sean(at)stephensville.com>
> Sent: Wednesday=2C September 01=2C 2010 1:22 PM
> To: "RV 10 list"
> Subject: RV10-List: Taxi Light
>
> >
> > Has anyone put a taxi light in their cowl=2C or are most just aiming o
ne
> > of two landing lights for taxi?
> >
> > Sean #40303 fuse side skins
>
________________________________________________________________________________
| From: | Sean Stephens <sean(at)stephensville.com> |
| Subject: | Re: Fw: HID Lights |
That's kind of what I was worried about. So, one of the two leading
edge duckworks aimed for landing and the other aimed for taxi. During
landing, both on, during taxi, only taxi aimed one on. That will be
easy to setup in the VP-200 menus. :)
-Sean #40303
On 9/2/10 3:20 PM, Danny Riggs wrote:
> Not too many are putting the light in the cowl because with the engine
> running you get a LOT of reflection off the back of the prop. At any
> kind of engine revolutions the prop disc becomes rather solid and
> reflects back most of the light trying to shine through it.
>
> > From: rv10builder(at)verizon.net
> > To: rv10-list(at)matronics.com
> > Subject: RV10-List: Fw: HID Lights
> > Date: Thu, 2 Sep 2010 12:35:25 -0700
> >
> > There was a Tom who did this. Hopefully the pictures will come through.
> > He had his light right inside the inlet on the cowls.
> >
> >
> > --------------------------------------------------
> > From: "Sean Stephens" <sean(at)stephensville.com>
> > Sent: Wednesday, September 01, 2010 1:22 PM
> > To: "RV 10 list"
> > Subject: RV10-List: Taxi Light
> >
>
> > >
> > > Has anyone put a taxi light in their cowl, or are most just aiming
> one
> > > of two landing lights for taxi?
> > >
> > > Sean #40303 fuse side skins
> >
> *
>
>
> *
________________________________________________________________________________
| Subject: | Re: Fw: HID Lights |
| From: | William Curtis <wwc4(at)njit.edu> |
Cirrus use to mount their lights in the cowl inlets but since they were
unable to cushion them effectively, the failed prematurely. Cirrus has
subsequently moved the single main landing light to the forward base of the
cowl. I'll be mounting my lights in the cowl just like they are on my
Cardinal RG. One oriented for landing, the other oriented for taxi.
On Van's Airforce forum, there was a picture of an RV-10 fro Brazil with
dual cowl mounted lights.
--
William
N40237 - http://wcurtis.nerv10.com/
On Thu, Sep 2, 2010 at 3:35 PM, Pascal wrote:
> There was a Tom who did this. Hopefully the pictures will come through.
> He had his light right inside the inlet on the cowls.
>
>
> --------------------------------------------------
> From: "Sean Stephens" <sean(at)stephensville.com>
> Sent: Wednesday, September 01, 2010 1:22 PM
> To: "RV 10 list"
> Subject: RV10-List: Taxi Light
>
>>
>> Has anyone put a taxi light in their cowl, or are most just aiming one of
>> two landing lights for taxi?
>>
>> Sean #40303 fuse side skins
>>
>
________________________________________________________________________________
| Subject: | Re: Fw: HID Lights |
| From: | William Curtis <wwc4(at)njit.edu> |
Are you stating this from experience or ... truthiness?
This is definately not my experience with the dual cowl mounted lights on my
Cardinal RG. As mentioned in my other post, Cirrus also mounts a single HID
light in the cowl.
William
N40237 - http://wcurtis.nerv10.com/
On Thu, Sep 2, 2010 at 4:20 PM, Danny Riggs wrote:
> Not too many are putting the light in the cowl because with the engine
> running you get a LOT of reflection off the back of the prop. At any kind of
> engine revolutions the prop disc becomes rather solid and reflects back most
> of the light trying to shine through it.
>
> > From: rv10builder(at)verizon.net
> > To: rv10-list(at)matronics.com
> > Subject: RV10-List: Fw: HID Lights
> > Date: Thu, 2 Sep 2010 12:35:25 -0700
>
> >
> > There was a Tom who did this. Hopefully the pictures will come through.
> > He had his light right inside the inlet on the cowls.
> >
> >
> > --------------------------------------------------
> > From: "Sean Stephens" <sean(at)stephensville.com>
> > Sent: Wednesday, September 01, 2010 1:22 PM
> > To: "RV 10 list"
> > Subject: RV10-List: Taxi Light
> >
> >
> > >
> > > Has anyone put a taxi light in their cowl, or are most just aiming one
> > > of two landing lights for taxi?
> > >
> > > Sean #40303 fuse side skins
>
________________________________________________________________________________
| From: | Kelly McMullen <apilot2(at)gmail.com> |
I was working with an RV-7 owner on finding the cause of his high oil
temps(220+) today. He had IO-360 parallel valve engine built from an
ECI kit, including an ECI oil filter adapter that put the filter at a
45 degree angle. What we found was a bit surprising. The stock
Lycoming filter adapter has both the Vernatherm valve and seat in the
adaptor. The ECI, which is FAA/PMA approved has the vernatherm in the
adaptor, sealing against a seat on the accessory case. The stock
Lycoming filter adapter gasket precluded 3/4 of the radius of the
vernatherm from seating at all. You could see where it had pressed
against the gasket, and less than 10% of the vernatherm nose had any
mark from seating on metal. Thus it was always allowing some of the
oil to bypass the oil cooler. It took some sleuthing to determine that
the offending part of the gasket could be cut away without harm.
Hopefully I will know in a couple days how much difference this makes.
Talked to a major engine shop, they had never seen this adapter
before. Talked to local FBO, they had seen it, but had nothing but
stock Lycoming gasket, like the one causing the problem.
Just a caution that just because all of the parts were approved for
use on a certified engine, does not mean they will work in harmony
with each other.
Kelly
________________________________________________________________________________
| From: | Danny Riggs <jdriggs49(at)msn.com> |
Experience.
Date: Thu=2C 2 Sep 2010 17:03:07 -0400
Subject: Re: RV10-List: Fw: HID Lights
From: wwc4(at)njit.edu
Are you stating this from experience or ... truthiness?
This is definately not my experience with the dual cowl mounted lights on m
y Cardinal RG. As mentioned in my other post=2C Cirrus also mounts a singl
e HID light in the cowl.
William
N40237 - http://wcurtis.nerv10.com/
On Thu=2C Sep 2=2C 2010 at 4:20 PM=2C Danny Riggs wrote
:
Not too many are putting the light in the cowl because with the engine runn
ing you get a LOT of reflection off the back of the prop. At any kind of en
gine revolutions the prop disc becomes rather solid and reflects back most
of the light trying to shine through it.
> From: rv10builder(at)verizon.net
> To: rv10-list(at)matronics.com
> Subject: RV10-List: Fw: HID Lights
> Date: Thu=2C 2 Sep 2010 12:35:25 -0700
>
> There was a Tom who did this. Hopefully the pictures will come through.
> He had his light right inside the inlet on the cowls.
>
>
> --------------------------------------------------
> From: "Sean Stephens" <sean(at)stephensville.com>
> Sent: Wednesday=2C September 01=2C 2010 1:22 PM
> To: "RV 10 list"
> Subject: RV10-List: Taxi Light
>
> >
> > Has anyone put a taxi light in their cowl=2C or are most just aiming on
e
> > of two landing lights for taxi?
> >
> > Sean #40303 fuse side skins
________________________________________________________________________________
| Subject: | Re: Final fitting of the doors |
| From: | "Eric_Kallio" <scout019(at)msn.com> |
I have pictures uploaded at the link below.
http://www.vansairforce.com/community/showthread.php?t=61944
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=311144#311144
________________________________________________________________________________
| From: | "Lew Gallagher" <lewgall(at)charter.net> |
| Subject: | Re: Seat Belt Counter Sink...... |
Hey Phil,
The magical mystery countersink has been here dormant for awhile and is
ready to venture out again. Send me your mailing address and I'll get
it on it's way. Others interested should let me know so I can send it
on a circuit.
Later, - Lew
----- Original Message -----
From: Phillip Perry
To: rv10-list(at)matronics.com
Sent: Thursday, September 02, 2010 1:19 PM
Subject: RV10-List: Seat Belt Counter Sink......
It's almost time to countersink the seatbelt anchors into the cabin
top.
Does anyone know the current location of the countersink? It probably
time for me to put my name on the list.
Thanks,
Phil
________________________________________________________________________________
| Subject: | Re: Fw: HID Lights |
| From: | William Curtis <wwc4(at)njit.edu> |
Danny,
Can you share some details on this? Type of light, etc? Aircraft type? Wa
s
this on an RV?
Unless the cowl mounted light was cycling at the same frequency as the
propeller rotation, and the back of the prop was painted white, I can=92t
imagine how the light would be reflected back toward the pilot.
As previously stated many certified propeller aircraft have cowl mounted
lights. If your experience was borne out, I think those manufacturers woul
d
have altered that approach.
--
William
N40237 - http://wcurtis.nerv10.com/
On Thu, Sep 2, 2010 at 5:45 PM, Danny Riggs wrote:
> Experience.
>
> ------------------------------
> Date: Thu, 2 Sep 2010 17:03:07 -0400
> Subject: Re: RV10-List: Fw: HID Lights
> From: wwc4(at)njit.edu
> To: rv10-list(at)matronics.com
>
> Are you stating this from experience or ... truthiness?
>
> This is definately not my experience with the dual cowl mounted lights on
> my Cardinal RG. As mentioned in my other post, Cirrus also mounts a sing
le
> HID light in the cowl.
>
> William
> N40237 - http://wcurtis.nerv10.com/
>
> On Thu, Sep 2, 2010 at 4:20 PM, Danny Riggs wrote:
>
> Not too many are putting the light in the cowl because with the engine
> running you get a LOT of reflection off the back of the prop. At any kind
of
> engine revolutions the prop disc becomes rather solid and reflects back m
ost
> of the light trying to shine through it.
>
>
________________________________________________________________________________
| Subject: | Re: Seat Belt Counter Sink...... |
| From: | Phillip Perry <philperry9(at)gmail.com> |
Lew,
I'll be happy to take responsibility for it at this point and then pass it
along to the next poor soul who is stuck in fiberglass purgatory.
I'll send you my mailing address in a direct message.
Thanks!
Phil
On Thu, Sep 2, 2010 at 5:18 PM, Lew Gallagher wrote:
> Hey Phil,
>
> The magical mystery countersink has been here dormant for awhile and is
> ready to venture out again. Send me your mailing address and I'll get it on
> it's way. Others interested should let me know so I can send it on a
> circuit.
>
> Later, - Lew
>
> ----- Original Message -----
> *From:* Phillip Perry
> *To:* rv10-list(at)matronics.com
> *Sent:* Thursday, September 02, 2010 1:19 PM
> *Subject:* RV10-List: Seat Belt Counter Sink......
>
> It's almost time to countersink the seatbelt anchors into the cabin top.
>
> Does anyone know the current location of the countersink? It probably time
> for me to put my name on the list.
>
> Thanks,
> Phil
>
>
> *
>
> *
>
>
________________________________________________________________________________
| From: | Kelly McMullen <kellym(at)aviating.com> |
| Subject: | Re: Fw: HID Lights |
I think the difference is that the lights pictured are in the cowl
inlets at the top of the cowl, where all certified aircraft lighting in
the cowl is near the bottom of the cowl. You only need to look at the
projector based product that was displaying a heads up EFIS on the back
of the prop to see how reflective it can be.
Kelly
On 9/2/2010 3:22 PM, William Curtis wrote:
> Danny,
>
> Can you share some details on this? Type of light, etc? Aircraft
> type? Was this on an RV?
>
> Unless the cowl mounted light was cycling at the same frequency as the
> propeller rotation, and the back of the prop was painted white, I
> cant imagine how the light would be reflected back toward the pilot.
>
> As previously stated many certified propeller aircraft have cowl
> mounted lights. If your experience was borne out, I think those
> manufacturers would have altered that approach.
>
>
> --
> William
> N40237 - http://wcurtis.nerv10.com/
> On Thu, Sep 2, 2010 at 5:45 PM, Danny Riggs > wrote:
>
> Experience.
>
> ------------------------------------------------------------------------
> Date: Thu, 2 Sep 2010 17:03:07 -0400
> Subject: Re: RV10-List: Fw: HID Lights
> From: wwc4(at)njit.edu <mailto:wwc4(at)njit.edu>
> To: rv10-list(at)matronics.com
>
> Are you stating this from experience or ... truthiness?
> This is definately not my experience with the dual cowl mounted
> lights on my Cardinal RG. As mentioned in my other post, Cirrus
> also mounts a single HID light in the cowl.
>
> William
> N40237 - http://wcurtis.nerv10.com/
> On Thu, Sep 2, 2010 at 4:20 PM, Danny Riggs > wrote:
>
> Not too many are putting the light in the cowl because with
> the engine running you get a LOT of reflection off the back of
> the prop. At any kind of engine revolutions the prop disc
> becomes rather solid and reflects back most of the light
> trying to shine through it.
>
>
> *
>
>
> *
________________________________________________________________________________
| From: | "Strasnuts" <sean(at)braunandco.com> |
Geez Tim, I already fitted one light on my cowl. I bet you are REALLY going to
hate it.
--------
Cust. #40936
RV-10 SB Fuselage
N801VR reserved
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=311157#311157
Attachments:
http://forums.matronics.com//files/cowl_121.jpg
________________________________________________________________________________
| From: | "Pascal" <rv10builder(at)verizon.net> |
| Subject: | Re: Final fitting of the doors |
Eric;
I posted a response. when you have a chance answer some questions so we can
get this resolved for you.
--------------------------------------------------
From: "Eric_Kallio" <scout019(at)msn.com>
Sent: Thursday, September 02, 2010 2:55 PM
Subject: RV10-List: Re: Final fitting of the doors
>
> I have pictures uploaded at the link below.
>
> http://www.vansairforce.com/community/showthread.php?t=61944
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=311144#311144
>
>
>
________________________________________________________________________________
| From: | "Lenny Iszak" <lenard(at)rapiddecision.com> |
Sean, mind if i steal your idea? This should fix my James cowl injector problems
with those positive air pressures. :)
Lenny
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=311174#311174
________________________________________________________________________________
| From: | Seano <sean(at)braunandco.com> |
Maybe I'll sell a kit for it on PlaneAround.com!
Sent from my iPhone
On Sep 2, 2010, at 19:01, "Lenny Iszak" wrote:
>
> Sean, mind if i steal your idea? This should fix my James cowl injector problems
with those positive air pressures. :)
>
> Lenny
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=311174#311174
>
>
>
>
>
>
>
>
>
>
________________________________________________________________________________
| From: | Rick Lark <larkrv10(at)yahoo.ca> |
| Subject: | Re: Fw: HID Lights |
I think Kelly (and William) hit it bang on.=C2- The Cessna Cardinals have
the lights down low in the cowl, so there is=C2-no reflection back into
the cockpit from the prop.=C2- Certainly I have never seen any in mine.
Thx for the opinions.=C2- I will be ordering the Duckworth's 35W D1S HID
with the Phillips bulb.
=C2-
Another question then begs an answer.=C2- Why the left wing for the landi
ng light as opposed to the right?
=C2-
Regards,=C2- Rick
#40956
Southampton, Ont
=C2-
--- On Thu, 9/2/10, Kelly McMullen wrote:
From: Kelly McMullen <kellym(at)aviating.com>
Subject: Re: RV10-List: Fw: HID Lights
Received: Thursday, September 2, 2010, 10:28 PM
I think the difference is that the lights pictured are in the cowl inlets a
t the top of the cowl, where all certified aircraft lighting in the cowl is
near the bottom of the cowl. You only need to look at the projector based
product that was displaying a heads up EFIS on the back of the prop to see
how reflective it can be.
Kelly
On 9/2/2010 3:22 PM, William Curtis wrote:
> Danny,
>
> Can you share some details on this? Type of light, etc?=C2- Aircraft ty
pe?=C2- Was this on an RV?
>
> Unless the cowl mounted light was cycling at the same frequency as the pr
opeller rotation, and the back of the prop was painted white, I can
=99t imagine how the light would be reflected back toward the pilot.
>
> As previously stated many certified propeller aircraft have cowl mounted
lights. If your experience was borne out, I think those manufacturers would
have altered that approach.
>
>
> -- William
> N40237 - http://wcurtis.nerv10.com/
> On Thu, Sep 2, 2010 at 5:45 PM, Danny Riggs > wrote:
>
>=C2- =C2-=C2-=C2-Experience.
>
>=C2- =C2-=C2-=C2--------------------------------------------------
-----------------------
>=C2- =C2-=C2-=C2-Date: Thu, 2 Sep 2010 17:03:07 -0400
>=C2- =C2-=C2-=C2-Subject: Re: RV10-List: Fw: HID Lights
>=C2- =C2-=C2-=C2-From: wwc4(at)njit.edu <mailto:wwc4(at)njit.edu>
>=C2- =C2-=C2-=C2-To: rv10-list(at)matronics.com
>
>=C2- =C2-=C2-=C2-Are you stating this from experience or ... truth
iness?
>=C2- =C2-=C2-=C2-This is definately not my experience with the dua
l cowl mounted
>=C2- =C2-=C2-=C2-lights on my Cardinal RG.=C2- As mentioned in m
y other post, Cirrus
>=C2- =C2-=C2-=C2-also mounts a single HID light in the cowl.
>
>=C2- =C2-=C2-=C2-William
>=C2- =C2-=C2-=C2-N40237 - http://wcurtis.nerv10.com/
>=C2- =C2-=C2-=C2-On Thu, Sep 2, 2010 at 4:20 PM, Danny Riggs =C2- =C2-=C2-=C2-> wrote:
>
>=C2- =C2- =C2- =C2-=C2-=C2-Not too many are putting the light
in the cowl because with
>=C2- =C2- =C2- =C2-=C2-=C2-the engine running you get a LOT of
reflection off the back of
>=C2- =C2- =C2- =C2-=C2-=C2-the prop. At any kind of engine rev
olutions the prop disc
>=C2- =C2- =C2- =C2-=C2-=C2-becomes rather solid and reflects b
ack most of the light
>=C2- =C2- =C2- =C2-=C2-=C2-trying to shine through it.
>
>
>
> *
>
>
> *
S WEB FORUMS -
on Web Site -
=C2- =C2- =C2- =C2- =C2- -Matt Dralle, List Admin.
=0A=0A
________________________________________________________________________________
| From: | "Alan Mekler" <amekler(at)metrocast.net> |
| Subject: | Skyradar on IPAD |
Is anyone using the Skyradar ADS-B for the ipad?
www.skyradar.net <http://www.skyradar.net/>
Alan
________________________________________________________________________________
| From: | "rv10flyer" <wayne.gillispie(at)yahoo.com> |
DW HID in both wing most outboard bays look like they will work great. I had thought
about lower cowl or wheelpants, but decided to cut holes in my wing. I was
worried about compromising wing strength, but since it is in that bay and many
have test flown before I am fine with them now. I installed them just before
installing outboard leading edges. Much easier on the bench. Things that turned
me away from cowl were vibration/heat. Then wheel pants was that some have
already had problems with extensions breaking and I did not want to add more
weight to my pants due to lights and increasing fg strength. I will have enough
fiberglass when the doors/top cover come along. Emp fg already complete. Back
to the flaps now.
--------
Wayne Gillispie, A&P 5/93, PPC 10/08
Grayson, KY Bldr# 40983
Ord complete kit 8/24/09; DB Sch del 11/20/09
Emp 12/01/09-3/14/10 332 hrs
Wings 3/14/10-
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=311207#311207
________________________________________________________________________________
| From: | "rv10flyer" <wayne.gillispie(at)yahoo.com> |
Wing outboard bay leading edge DW HID lights for many of us.
--------
Wayne Gillispie, A&P 5/93, PPC 10/08
Grayson, KY Bldr# 40983
Ord complete kit 8/24/09; DB Sch del 11/20/09
Emp 12/01/09-3/14/10 332 hrs
Wings 3/14/10-
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=311209#311209
________________________________________________________________________________
| From: | Rick <ricksked(at)cox.net> |
| Subject: | Re: Seat Belt Counter Sink...... |
That bit has a bunch of cuts...is it still sharp? Dumb me I just
bought one and it's only done two holes maybe I ought to put it on tour!
Rick S
N246RS
Flyin!
Sent from my iPhone
________________________________________________________________________________
| Subject: | Re: Seat Belt Counter Sink...... |
| From: | Kelly McMullen <apilot2(at)gmail.com> |
Rick, if you are going to make Copperstate, I think both Myron and I
could use it.
On Fri, Sep 3, 2010 at 8:10 PM, Rick wrote:
>
> That bit has a bunch of cuts...is it still sharp? Dumb me I just bought one
> and it's only done two holes maybe I ought to put it on tour!
>
> Rick S
> N246RS
> Flyin!
>
> Sent from my iPhone
>
>
________________________________________________________________________________
| From: | Rick Lark <larkrv10(at)yahoo.ca> |
Hey guys
-
A few months ago I asked the group what could be wrong with a couple of uni
bits that I had purchased and couldn't get them to work worth a darn.- We
ll,- I finally figured it out today.
-
I decided to try a higher speed pnuematic drill instead of one of my 1000 r
pm Makita's.- Guess what???- Worked like a charm...
-
It's funny how these things work out.- I grew up on a dairy farm with han
dtools in my grasp from about the age of 2.- Amazing how the simple thing
s can elude you.--At least I learned something today, not to mention al
so getting another 6 hrs of build time.
-
Regards,- Rick
#40956
Southampton, Ont=0A=0A
________________________________________________________________________________
| Subject: | Flap not bottoming out against rear spar doubler |
| From: | "rv10flyer" <wayne.gillispie(at)yahoo.com> |
Ref Pg 23-9, Step 4.
I have about 1/16" clearance between rear spar doubler and flap leading edge(reflex
position). The flap leading edge is bottoming out against the bottom wing
skin before reaching the doubler. I don't want to finish the aileron rigging
or move on to the tips until this is resolved.
I did check angle between aft top wing skin and flap...it does equal approx 3 degrees.
--------
Wayne Gillispie, A&P 5/93, PPC 10/08
Grayson, KY Bldr# 40983
Ord complete kit 8/24/09; DB Sch del 11/20/09
Emp 12/01/09-3/14/10 332 hrs
Wings 3/14/10-
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=311481#311481
________________________________________________________________________________
| Subject: | Flush door handle locks |
| From: | "Eric_Kallio" <scout019(at)msn.com> |
I am getting ready to install the door locks for the flush door handles from IFLYRV10.com.
Haven't a clue where I put the instructions, and I can't find them
posted on the website. I have searched the archives and found some install pics
for the handles, but nothing for the final install of the lock. Anyone have
one they can post? Install the locks and glue on the interior fabric and the
doors go on for good.
Eric Kallio
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=311484#311484
________________________________________________________________________________
| From: | "eagerlee" <eagerlee(at)comcast.net> |
hasn't anyone come up with a drop in replacement for the GE4509 that uses LED's
and costs less than a hundred bucks?
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=311485#311485
________________________________________________________________________________
| From: | "Rick Lark" <jrlark(at)bmts.com> |
I saw a drop in replacement (someone correct me if I'm wrong) that
aeroleds.com had at Airventure. The lumen output was similar to HID's.
>From what I gather the length and width of the beam from the led landing
lights are the issue (again someone correct me if I'm mistaken). Also I
believe the price was significantly more than $100
Rick
#40956
----- Original Message -----
From: "eagerlee" <eagerlee(at)comcast.net>
Sent: Sunday, September 05, 2010 7:56 PM
Subject: RV10-List: Re: HID Lights
>
> hasn't anyone come up with a drop in replacement for the GE4509 that uses
> LED's and costs less than a hundred bucks?
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=311485#311485
>
>
>
________________________________________________________________________________
| From: | "Steve DiNieri" <capsteve(at)iflyrv10.com> |
| Subject: | Re: Flush door handle locks |
Eric,
heres the pdf files. they are in the website in the documents section.
I've been meaning to change the site
a bit to make it easier to navigate..
steve
--------------------------------------------------
From: "Eric_Kallio" <scout019(at)msn.com>
Sent: Sunday, September 05, 2010 7:54 PM
Subject: RV10-List: Flush door handle locks
>
> I am getting ready to install the door locks for the flush door handles
> from IFLYRV10.com. Haven't a clue where I put the instructions, and I
> can't find them posted on the website. I have searched the archives and
> found some install pics for the handles, but nothing for the final install
> of the lock. Anyone have one they can post? Install the locks and glue on
> the interior fabric and the doors go on for good.
>
> Eric Kallio
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=311484#311484
>
>
>
> Checked by AVG - www.avg.com
> 14:34:00
>
________________________________________________________________________________
| Subject: | Re: Flush door handle locks |
| From: | "ivankris" <ivankris(at)rogers.com> |
Eric, I just installed these locks from iflyrv10.com, I did it a bit differently
than what he shows on the website but they work superbly this way. Please go
to my photo album for pictures showing how I did it.
http://ivankristensen.phanfare.com/2292606_5334866
--------
Ivan K.
www.ivankristensen.com
Builder # 40838
Flying (60 hrs.)
C-GMDV
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=311602#311602
________________________________________________________________________________
| From: | Sean Stephens <sean(at)stephensville.com> |
| Subject: | Re: Flush door handle locks |
I was wondering if the flush handles will work with the door latch
modification from Plane Around in regards to the modified racks?
-Sean #40303 (fuse side skins)
On 9/5/10 10:33 PM, Steve DiNieri wrote:
> Eric,
> heres the pdf files. they are in the website in the documents
> section. I've been meaning to change the site
> a bit to make it easier to navigate..
> steve
>
> --------------------------------------------------
> From: "Eric_Kallio" <scout019(at)msn.com>
> Sent: Sunday, September 05, 2010 7:54 PM
> To:
> Subject: RV10-List: Flush door handle locks
>
>>
>> I am getting ready to install the door locks for the flush door
>> handles from IFLYRV10.com. Haven't a clue where I put the
>> instructions, and I can't find them posted on the website. I have
>> searched the archives and found some install pics for the handles,
>> but nothing for the final install of the lock. Anyone have one they
>> can post? Install the locks and glue on the interior fabric and the
>> doors go on for good.
>>
>> Eric Kallio
>>
>>
>>
>>
>> Read this topic online here:
>>
>> http://forums.matronics.com/viewtopic.php?p=311484#311484
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>
>
>>
>> Checked by AVG - www.avg.com
>> 14:34:00
>>
________________________________________________________________________________
| Subject: | Re: Flush door handle locks |
| From: | "Eric_Kallio" <scout019(at)msn.com> |
Sean, I have the IFLYRV10 flush handles installed and the latch from Sean at planearound.
There is no issue in using the two together. My issues with the locks
are because I installed the full handle before changing my mind and wanting
locks to meet my solely random and arbitrary desire to meet the TSA recommendations
for locks. They are merely for looks only because a strong twist and they
will strip. Bottom line I have both products and they work great.
Eric Kallio
putting all the pieces together
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=311617#311617
________________________________________________________________________________
| From: | "DLM" <dlm34077(at)cox.net> |
| Subject: | injector cleaning |
I plan to clean the injectors tomorrow. Does anyone remember whether
they should be put back in the same cylinder from which they were
removed?
________________________________________________________________________________
| From: | Kelly McMullen <kellym(at)aviating.com> |
| Subject: | Re: injector cleaning |
Absolutely. I would suggest cleaning one at a time and at least
starting back into the cylinder it came out of. The only time this would
change would be to swap your first and last to peak injectors to try for
more balance. Hoppes No. 9 is probably the fastest working cleaner, but
is aggressive enough you don't want to leave an injector in it much more
than 30 min.
On 9/6/2010 9:26 PM, DLM wrote:
> I plan to clean the injectors tomorrow. Does anyone remember whether
> they should be put back in the same cylinder from which they were removed?
> *
>
>
> *
________________________________________________________________________________
| From: | Linn Walters <pitts_pilot(at)bellsouth.net> |
| Subject: | Re: injector cleaning |
Kelly, I can understand your answer if the injectors had been matched
to the cylinder previously.
Do they come that way from the factory (Lycoming) matched or are the
injectors all the same based on engine size???
Linn ..... not a whole lot of injector experience .....
On 9/7/2010 12:43 AM, Kelly McMullen wrote:
>
> Absolutely. I would suggest cleaning one at a time and at least
> starting back into the cylinder it came out of. The only time this
> would change would be to swap your first and last to peak injectors to
> try for more balance. Hoppes No. 9 is probably the fastest working
> cleaner, but is aggressive enough you don't want to leave an injector
> in it much more than 30 min.
>
>
> On 9/6/2010 9:26 PM, DLM wrote:
>> I plan to clean the injectors tomorrow. Does anyone remember whether
>> they should be put back in the same cylinder from which they were
>> removed?
>> *
>>
>>
>> *
>
>
________________________________________________________________________________
| Subject: | Re: injector cleaning |
| From: | Kelly McMullen <apilot2(at)gmail.com> |
The injectors from the factory are all a single nominal size, within
tolerances. But, that does not mean they are identical. If your engine
runs LOP with the injectors in present location, why risk screwing
that up? If each cylinder flowed air identically, and each injector
flowed identically, GAMI and AFM would never need to provide injectors
with slightly differing flow.
On Tue, Sep 7, 2010 at 4:18 AM, Linn Walters wrote:
>
> Kelly, I can understand your answer if the injectors had been matched to
> the cylinder previously.
> Do they come that way from the factory (Lycoming) matched or are the
> injectors all the same based on engine size???
> Linn ..... not a whole lot of injector experience .....
>
> On 9/7/2010 12:43 AM, Kelly McMullen wrote:
>>
>>
>> Absolutely. I would suggest cleaning one at a time and at least starting
>> back into the cylinder it came out of. The only time this would change would
>> be to swap your first and last to peak injectors to try for more balance.
>> Hoppes No. 9 is probably the fastest working cleaner, but is aggressive
>> enough you don't want to leave an injector in it much more than 30 min.
>>
>>
>> On 9/6/2010 9:26 PM, DLM wrote:
>>>
>>> I plan to clean the injectors tomorrow. Does anyone remember whether they
>>> should be put back in the same cylinder from which they were removed?
>>> *
>>>
>>>
>>> *
>>
>>
>>
>>
>>
>
>
________________________________________________________________________________
| From: | "mouser" <mouser(at)mouser.org> |
Yeah AeroLEDs has a PAR36 lamp that fits in the DW mounts, but they are $500 a
pop. Never need replacing... but you'd have to fly HIDs for a long time before
you needed $500 worth of replacement bulbs.
--------
RV-10 #40988
http://mouser.org/projects/rv-10/
KLAM
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=311720#311720
________________________________________________________________________________
| Subject: | Re: Flush door handle locks |
| From: | "mouser" <mouser(at)mouser.org> |
Hi Eric,
Just to clarify, do the iflyrv10 flush handles work with the 180 degree planearound
latch system? Or just the 90 degree (i.e. without the delayed pin extension
feature)?
-M
--------
RV-10 #40988
http://mouser.org/projects/rv-10/
KLAM
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=311721#311721
________________________________________________________________________________
| Subject: | Re: Flush door handle locks |
| From: | "Eric_Kallio" <scout019(at)msn.com> |
Ahhhhh. Sorry, can't answer that one. I have the 90 degree.
Eric
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=311723#311723
________________________________________________________________________________
| From: | Deems Davis <deemsdavis(at)cox.net> |
| Subject: | Re: Copperstate RV10 Nest 2010 |
Myron,
Just getting caught up on email. I'll probably only attend on Sat, so my
vote is for Sat.
If I can help in any way please let me know.
Deems
On 9/2/2010 11:00 AM, woxofswa wrote:
> --> RV10-List message posted by: "woxofswa"
>
> There has been a request to do the meal on Friday night instead of Sat noon.
I am happy either way and will go with the preferences of the majority of those
planning to attend.
>
> --------
> Myron Nelson
> Mesa, AZ
> Emp completed, QB wings completed, legacy build fuse in progress
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=311102#311102
>
>
________________________________________________________________________________
| From: | Rob Kermanj <flysrv10(at)gmail.com> |
| Subject: | Moving to Phoenix |
Hello everyone,
I have received a great job offer in Phoenix and will be looking for a hangar to
rent, buy or share. I would greatly appreciate any leads that you guys might
have. I will also be looking for additional RV buddies that I hope I can find
at Copper State Fly in.
Thanks
Rob Kermanj
Sent from my iPad
________________________________________________________________________________
| From: | Carlos Hernandez <carlosh(at)structuralaz.com> |
| Subject: | Re: Moving to Phoenix |
What part of the city will you be employed? This will give a better
August 22, 2010 - September 08, 2010
RV10-Archive.digest.vol-gy