Today's Message Index:
----------------------
1. 04:18 AM - Re: Cleaveland Static Port (Tim Olson)
2. 04:19 AM - Re: Oil Filler (Tim Olson)
3. 04:52 AM - Re: Re: Engine choice - I made my mine ()
4. 06:19 AM - Re: Re: Engine choice - I made my mine (RV Builder (Michael Sausen))
5. 06:36 AM - Re: Re: Engine choice - I made my mine (Rhonda Bewley)
6. 06:39 AM - Re: Re: Engine choice - I made my mine (Kelly McMullen)
7. 06:49 AM - Re: Re: Engine choice - I made my mine (Rhonda Bewley)
8. 06:55 AM - master switch LED (Buhwana)
9. 06:59 AM - Re: Engine choice - I made my mine (Tim Olson)
10. 07:09 AM - Re: master switch LED (rob kermanj)
11. 07:20 AM - Re: master switch LED (Tim Olson)
12. 07:34 AM - Re: master switch LED (Stewart, Michael (ISS Atlanta))
13. 08:13 AM - Re: Cleaveland Static Port (Mike Lauritsen - Work)
14. 08:30 AM - Re: master switch LED (Sam Marlow)
15. 08:32 AM - Engine choice - I made my mine (what is this costing ??) (Condon, Philip M.)
16. 08:35 AM - Re: Engine choice - Weight & Balance (LarryRosen@comcast.net)
17. 08:41 AM - Re: Re: Engine choice - I made my mine (John W. Cox)
18. 09:14 AM - Re: master switch LED (Stewart, Michael (ISS Atlanta))
19. 09:42 AM - Lycoming question? (John Gonzalez)
20. 10:13 AM - Re: master switch LED (Sam Marlow)
21. 10:21 AM - Re: Engine choice - Weight & Balance (Tim Olson)
22. 10:26 AM - Re: Lycoming question? (John W. Cox)
23. 10:27 AM - Re: Lycoming question? (RV Builder (Michael Sausen))
24. 11:08 AM - Re: Engine choice - Weight & Balance (John W. Cox)
25. 11:08 AM - Re: Lycoming question? (Kelly McMullen)
26. 11:09 AM - Re: Engine choice - I made my mine (what is this costing ??) (RV Builder (Michael Sausen))
27. 11:11 AM - Re: master switch LED (RV Builder (Michael Sausen))
28. 01:33 PM - flap gap fairing attachment on QB wings (Jay Rowe)
29. 01:49 PM - Re: Engine choice - Weight & Balance (LarryRosen@comcast.net)
30. 01:49 PM - Re: flap gap fairing attachment on QB wings (rob kermanj)
31. 02:20 PM - Re: flap gap fairing attachment on QB wings (Indran Chelvanayagam)
32. 02:35 PM - Re: Engine choice - Weight & Balance (Sean Stephens)
33. 02:43 PM - FW: Sun-n-Fun Tool Sale! (Mike Lauritsen - Work)
34. 03:08 PM - Re: Lycoming question? (Brian Sponcil)
35. 03:48 PM - nose wheel valve stem clearance (David McNeill)
36. 04:43 PM - Re: Wiring Diagram Software (Jesse Saint)
37. 04:56 PM - Re: Engine choice - I made my mine (Jesse Saint)
38. 04:58 PM - Re: Oil Filler (Jesse Saint)
39. 05:05 PM - Re: Re: RV10-List RV-10 propeller test? (LessDragProd@aol.com)
40. 07:02 PM - Re: FW: Sun-n-Fun Tool Sale! (GenGrumpy@aol.com)
41. 07:12 PM - Re: Engine choice - I made my mine (John Gonzalez)
42. 08:00 PM - Re: nose wheel valve stem clearance (Sam Marlow)
43. 08:15 PM - Re: GRT EIS serial (Tim Dawson-Townsend)
44. 09:04 PM - Re: Re: GRT EIS serial (Sam Marlow)
Message 1
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| Subject: | Re: Cleaveland Static Port |
--> RV10-List message posted by: Tim Olson <Tim@MyRV10.com>
I haven't flown the box to verify how exact the airspeed display is,
but in very light to no wind type conditions my Chelton GPS, that
is constantly computing Crosswind, True Airspeed, Groundspeed,
and everything else has seemed to indicate that my groundspeed
is very near my true airspeed at the lower altitudes that I've
been flying. I flew next to another RV who knew his airspeed
indicated a bit high, (like 5-10 kts) and we were indicatating about
8-10 kts different...me being lower. So just a guess but the
evidence is pointing to there not being any real error there.
As for static, I think that would be very hard to tell as I
would doubt it would affect the altimeter that much overall.
I had my pitot static test done and my altitude display is accurate
to within 7' all the way to 20,000 (a non-flying test). I'll
have to maybe call ATC and have them radar verify my altitude or
something. Anyway, in practice approaches it places me right
at ground level at the perfect time, so I can't see it being off.
That's one cool thing I found about the Chelton/GRT combo. I'm
not sure that this isn't the case with all other EFIS's, but
when I power up for the day, my EFIS will look at the airport
you're at, and calculate based on the pressure and GPS altitude
of the airport what your altimeter setting should be and it
presets itself. It's designed so even if you don't set the
altimeter, you should be within a couple of hundreths of an
inch of the proper altimeter setting, and it's usually accurate
to within 10' of airport elevation. Cool stuff.
Other than calling ATC, and flying the box, I don't know what else
I can do to verify closer, but from what it appears so far, I
have dropped my worries about the accuracy of the Cleaveland
static ports. Of course, if it were 1 or 2 kts off, which is
easily possible, I probably wouldn't worry about it anyway.
It's just nice to know what it truly is indicating. We end up
setting our stall speeds based on IAS, and we all end up
using Ground Speed with GPS for the most part anyway.
Tim Olson - RV-10 N104CD - Flying
do not archive
McGANN, Ron wrote:
> Hey Tim and other 10 flyers,
>
> I have the Cleaveland static port installed in the tailcone. Tim and
> others with this port, how accurate are you finding the altimeter and
> airspeed indications with this port?
>
> thanks in advance
> Ron
> 187 fuse
>
> -----Original Message-----
> *From:* owner-rv10-list-server@matronics.com
> [mailto:owner-rv10-list-server@matronics.com]*On Behalf Of* Jesse Saint
> *Sent:* Wednesday, 15 March 2006 10:25 AM
> *To:* rv10-list@matronics.com
> *Subject:* RV10-List: Master LED
>
> I am wanting to put an LED on the panel that Hill inform us when the
> Master switch is on and the plane is off. We have left the Master
> switch on several times to the tune of a dead battery when we get
> back to the plane. Is there a way to wire the ground of the LED
> through the start switch so that it will get power when the Master
> is on, but wont ground until the ignition switch is in the off
> position?
>
>
>
> Thanks and do not archive.
>
>
>
> Jesse Saint
>
> I-TEC, Inc.
>
> jesse@itecusa.org <mailto:jesse@itecusa.org>
>
> www.itecusa.org <http://www.itecusa.org>
>
>
>
> I'm in Ecuador right now and should be back in the country by the
> end of May. You may call me at 352-505-1899 and leave a message
> that I can check from down here. Any I-TEC questions can be
> directed to the I-TEC office at 352-465-4545.
>
>
>
Message 2
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--> RV10-List message posted by: Tim Olson <Tim@MyRV10.com>
I usually forget everything that I wanted to remember when I go to
the hanger, so I can't guarantee I'll get the measurement soon, but
what you may want to do is to call Bart at Aerosport and see he used
on mine. It fit nicely. My guess is that he would consistently
use the same one.
Tim
do not archive
Sam Marlow wrote:
> --> RV10-List message posted by: Sam Marlow <sam.marlow@adelphia.net>
>
> I'm getting ready to build my IO540, and have a question as to which
> part number Oil Filler to use. Lycoming has about four different P/N's
> for the IO540, narrow deck. For those of you who have installed your
> cowling, which one works best, or if you had it to do over again, would
> you use? The choices are as follows, 4-1/2", 6-5/16", 2-11/16",or
> 2-3/16". Maybe someone could just measure theirs, it would be a big help!
> Sam Marlow
> Still working on the fuse!
>
Message 3
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|
| Subject: | Re: Engine choice - I made my mine |
--> RV10-List message posted by: <dav1111@cox.net>
Rhonda:
With the heavy hitter, which I assume is somthing like the K model IO-540 angle
valve, does the cowl need modification? Also how much heavier is the heavy hitter?
Russ Daves
>
> From: "Rhonda Bewley" <Rhonda@bpaengines.com>
> Date: 2006/03/14 Tue PM 12:59:02 EST
> To: <rv10-list@matronics.com>
> Subject: RE: RV10-List: Engine choice - I made my mine
>
> --> RV10-List message posted by: "Rhonda Bewley" <Rhonda@BPAENGINES.com>
>
> Brian:
>
> If it's okay, I'd like to address the differences in the IO-540s we have
> listed on our website and note that our site is in the process of some
> serious changes, so more detail will be on our site soon.
>
> The "heavy hitter" IO-540 is an angle head engine which is used in the
> Extra series aircraft and some Glassair models. The lightweight IO-540
> is the parallel head version of the engine which is used in the RV-10.
>
> Our cold air induction does require a cowl modification for the RV-10,
> which is being developed and should be available sometime in the 2nd
> quarter. We have been told that the pricing for the new cowl will be
> competitive with the cowl sold by Van's. Our cold air has been used on
> some Rockets with some cowling modifications as well.
>
> Hope this helps clarify.
>
> Rhonda Barrett-Bewley
> Barrett Precision Engines, Inc.
> 2870-B N> Sheridan Rd.
> Tulsa, OK 74115
> (918) 835-1089 phone
> (918) 835-1754 fax
> www.barrettprecisionengines.com
>
> -----Original Message-----
> From: owner-rv10-list-server@matronics.com
> [mailto:owner-rv10-list-server@matronics.com] On Behalf Of Brian Sponcil
> Sent: Tuesday, March 14, 2006 11:33 AM
> To: rv10-list@matronics.com
> Subject: Re: RV10-List: Engine choice - I made my mine
>
> --> RV10-List message posted by: "Brian Sponcil"
> <bsponcil@belinblank.org>
>
>
> So which one did you order? The "heavy hitter" or the "lightweight"?
> Also,
> does their cold air induction require you to modify the cowl? Just
> curious....
>
>
> -Brian
>
> #40497
> N211BD
> Iowa City, IA
>
> ----- Original Message -----
> From: "Deems Davis" <deemsdavis@cox.net>
> To: <rv10-list@matronics.com>
> Sent: Monday, March 13, 2006 2:02 PM
> Subject: RV10-List: Engine choice - I made my mine
>
>
> > --> RV10-List message posted by: Deems Davis <deemsdavis@cox.net>
> >
> > After getting a lot of input from the Matronics board, and talking off
>
> > line to several people. I made my engine choice and today I placed my
>
> > order with Allen Barrett of BPA Engines http://www.bpaengines.com/ .
> The
> > timing of my decision was based on the price increase for the overhaul
>
> > kits from Lycoming in 1 or 2 days. I already saw one price increase
> and
> > want to avoid another. BPA is a respected engine builder they use the
> kit
> > from Lycoming, similar to Aero Sport and Mattituck, only they do some
> > extras eg. porting and flow matching, custom paint, dynamically
> balancing
> > the rotating parts to a much stricter tolerance than others. (Others
> will
> > do this but for extra fees).Then they do something unique, they run
> your
> > engine on their dyno for 1 1/2 hours with a minute by minute printout
> that
> > you get. Their attitude is that they believe this is the only way to
> build
> > an engine and they won't build it otherwise. they'd rather let
> business
> > go to other shops than build to a lower standard. I think that speaks
> tons
> > to the mindset and attitude/culture that governs the way they operate.
>
> > They also do Kirby Chamblis, and Patty Wagstaff's engines as well.
> Allen
> > Barrett made a personal call to me to answer all of my questions and
> was
> > extremely professional. As one person said "picking an engine is a
> painful
> > experience" and each individual decision is governed by what is most
> > important to that person. In this case BPA met my criteria and I'm
> happy
> > with the decision. Thanks again to all who contributed knowledge and
> > information to this process
> >
> > Deems Davis # 406
> > Fuse
> > http://deemsrv10.com/
> >
> >
> >
> >
> > http://www.matronics.com/Navigator?RV10-List
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
Message 4
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| Subject: | Engine choice - I made my mine |
Russ,
It is my understanding that the angle valve requires significant cowl modification
and is considered too heavy for the -10. Besides cowl changes you will
have to beef up the structure to handle it. In difference to my friends out there
that take exception to the idea that the -10 is nose heavy, this will make
it very nose heavy. It's really not recommended but it is experimental after
all. :-)
Michael Sausen
RV-10 #352 Working on Fuselage
Do Not Archive
-----Original Message-----
From: owner-rv10-list-server@matronics.com [mailto:owner-rv10-list-server@matronics.com] On Behalf Of dav1111@cox.net
Sent: Wednesday, March 15, 2006 6:47 AM
Subject: Re: RE: RV10-List: Engine choice - I made my mine
--> RV10-List message posted by: <dav1111@cox.net>
Rhonda:
With the heavy hitter, which I assume is somthing like the K model IO-540 angle
valve, does the cowl need modification? Also how much heavier is the heavy hitter?
Russ Daves
>
> From: "Rhonda Bewley" <Rhonda@bpaengines.com>
> Date: 2006/03/14 Tue PM 12:59:02 EST
> To: <rv10-list@matronics.com>
> Subject: RE: RV10-List: Engine choice - I made my mine
>
> --> RV10-List message posted by: "Rhonda Bewley"
> --> <Rhonda@BPAENGINES.com>
>
> Brian:
>
> If it's okay, I'd like to address the differences in the IO-540s we
> have listed on our website and note that our site is in the process of
> some serious changes, so more detail will be on our site soon.
>
> The "heavy hitter" IO-540 is an angle head engine which is used in the
> Extra series aircraft and some Glassair models. The lightweight
> IO-540 is the parallel head version of the engine which is used in the RV-10.
>
> Our cold air induction does require a cowl modification for the RV-10,
> which is being developed and should be available sometime in the 2nd
> quarter. We have been told that the pricing for the new cowl will be
> competitive with the cowl sold by Van's. Our cold air has been used
> on some Rockets with some cowling modifications as well.
>
> Hope this helps clarify.
>
> Rhonda Barrett-Bewley
> Barrett Precision Engines, Inc.
> 2870-B N> Sheridan Rd.
> Tulsa, OK 74115
> (918) 835-1089 phone
> (918) 835-1754 fax
> www.barrettprecisionengines.com
>
> -----Original Message-----
> From: owner-rv10-list-server@matronics.com
> [mailto:owner-rv10-list-server@matronics.com] On Behalf Of Brian
> Sponcil
> Sent: Tuesday, March 14, 2006 11:33 AM
> To: rv10-list@matronics.com
> Subject: Re: RV10-List: Engine choice - I made my mine
>
> --> RV10-List message posted by: "Brian Sponcil"
> <bsponcil@belinblank.org>
>
>
> So which one did you order? The "heavy hitter" or the "lightweight"?
> Also,
> does their cold air induction require you to modify the cowl? Just
> curious....
>
>
> -Brian
>
> #40497
> N211BD
> Iowa City, IA
>
> ----- Original Message -----
> From: "Deems Davis" <deemsdavis@cox.net>
> To: <rv10-list@matronics.com>
> Sent: Monday, March 13, 2006 2:02 PM
> Subject: RV10-List: Engine choice - I made my mine
>
>
> > --> RV10-List message posted by: Deems Davis <deemsdavis@cox.net>
> >
> > After getting a lot of input from the Matronics board, and talking
> > off
>
> > line to several people. I made my engine choice and today I placed
> > my
>
> > order with Allen Barrett of BPA Engines http://www.bpaengines.com/ .
> The
> > timing of my decision was based on the price increase for the
> > overhaul
>
> > kits from Lycoming in 1 or 2 days. I already saw one price increase
> and
> > want to avoid another. BPA is a respected engine builder they use
> > the
> kit
> > from Lycoming, similar to Aero Sport and Mattituck, only they do
> > some extras eg. porting and flow matching, custom paint, dynamically
> balancing
> > the rotating parts to a much stricter tolerance than others. (Others
> will
> > do this but for extra fees).Then they do something unique, they run
> your
> > engine on their dyno for 1 1/2 hours with a minute by minute
> > printout
> that
> > you get. Their attitude is that they believe this is the only way to
> build
> > an engine and they won't build it otherwise. they'd rather let
> business
> > go to other shops than build to a lower standard. I think that
> > speaks
> tons
> > to the mindset and attitude/culture that governs the way they operate.
>
> > They also do Kirby Chamblis, and Patty Wagstaff's engines as well.
> Allen
> > Barrett made a personal call to me to answer all of my questions and
> was
> > extremely professional. As one person said "picking an engine is a
> painful
> > experience" and each individual decision is governed by what is most
> > important to that person. In this case BPA met my criteria and I'm
> happy
> > with the decision. Thanks again to all who contributed knowledge and
> > information to this process
> >
> > Deems Davis # 406
> > Fuse
> > http://deemsrv10.com/
> >
> >
> >
> >
> > http://www.matronics.com/Navigator?RV10-List
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
>
>
=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D
=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D
=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D
Message 5
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|
| Subject: | Engine choice - I made my mine |
--> RV10-List message posted by: "Rhonda Bewley" <Rhonda@BPAENGINES.com>
It is based off the K series engine. Lycoming shows the K as weighing
438 and the P/H (d series) at 381 so there's a 57 pound difference. The
angle head version is rated at 300 hp with standard compression without
cold air.
Our cold air system can be used on either engine. You would save 12
lbs. with our cold air system on the angle head; no weight savings with
our cold air on the parallel head engine.
Michael hit the nail on the head, the A/H engine weighs too much and is
too wide for installation in the -10.
Rhonda
-----Original Message-----
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of
dav1111@cox.net
Sent: Wednesday, March 15, 2006 6:47 AM
Subject: Re: RE: RV10-List: Engine choice - I made my mine
--> RV10-List message posted by: <dav1111@cox.net>
Rhonda:
With the heavy hitter, which I assume is somthing like the K model
IO-540 angle valve, does the cowl need modification? Also how much
heavier is the heavy hitter?
Russ Daves
>
> From: "Rhonda Bewley" <Rhonda@bpaengines.com>
> Date: 2006/03/14 Tue PM 12:59:02 EST
> To: <rv10-list@matronics.com>
> Subject: RE: RV10-List: Engine choice - I made my mine
>
> --> RV10-List message posted by: "Rhonda Bewley"
<Rhonda@BPAENGINES.com>
>
> Brian:
>
> If it's okay, I'd like to address the differences in the IO-540s we
have
> listed on our website and note that our site is in the process of some
> serious changes, so more detail will be on our site soon.
>
> The "heavy hitter" IO-540 is an angle head engine which is used in the
> Extra series aircraft and some Glassair models. The lightweight
IO-540
> is the parallel head version of the engine which is used in the RV-10.
>
> Our cold air induction does require a cowl modification for the RV-10,
> which is being developed and should be available sometime in the 2nd
> quarter. We have been told that the pricing for the new cowl will be
> competitive with the cowl sold by Van's. Our cold air has been used
on
> some Rockets with some cowling modifications as well.
>
> Hope this helps clarify.
>
> Rhonda Barrett-Bewley
> Barrett Precision Engines, Inc.
> 2870-B N> Sheridan Rd.
> Tulsa, OK 74115
> (918) 835-1089 phone
> (918) 835-1754 fax
> www.barrettprecisionengines.com
>
> -----Original Message-----
> From: owner-rv10-list-server@matronics.com
> [mailto:owner-rv10-list-server@matronics.com] On Behalf Of Brian
Sponcil
> Sent: Tuesday, March 14, 2006 11:33 AM
> To: rv10-list@matronics.com
> Subject: Re: RV10-List: Engine choice - I made my mine
>
> --> RV10-List message posted by: "Brian Sponcil"
> <bsponcil@belinblank.org>
>
>
> So which one did you order? The "heavy hitter" or the "lightweight"?
> Also,
> does their cold air induction require you to modify the cowl? Just
> curious....
>
>
> -Brian
>
> #40497
> N211BD
> Iowa City, IA
>
> ----- Original Message -----
> From: "Deems Davis" <deemsdavis@cox.net>
> To: <rv10-list@matronics.com>
> Sent: Monday, March 13, 2006 2:02 PM
> Subject: RV10-List: Engine choice - I made my mine
>
>
> > --> RV10-List message posted by: Deems Davis <deemsdavis@cox.net>
> >
> > After getting a lot of input from the Matronics board, and talking
off
>
> > line to several people. I made my engine choice and today I placed
my
>
> > order with Allen Barrett of BPA Engines http://www.bpaengines.com/ .
> The
> > timing of my decision was based on the price increase for the
overhaul
>
> > kits from Lycoming in 1 or 2 days. I already saw one price increase
> and
> > want to avoid another. BPA is a respected engine builder they use
the
> kit
> > from Lycoming, similar to Aero Sport and Mattituck, only they do
some
> > extras eg. porting and flow matching, custom paint, dynamically
> balancing
> > the rotating parts to a much stricter tolerance than others. (Others
> will
> > do this but for extra fees).Then they do something unique, they run
> your
> > engine on their dyno for 1 1/2 hours with a minute by minute
printout
> that
> > you get. Their attitude is that they believe this is the only way to
> build
> > an engine and they won't build it otherwise. they'd rather let
> business
> > go to other shops than build to a lower standard. I think that
speaks
> tons
> > to the mindset and attitude/culture that governs the way they
operate.
>
> > They also do Kirby Chamblis, and Patty Wagstaff's engines as well.
> Allen
> > Barrett made a personal call to me to answer all of my questions and
> was
> > extremely professional. As one person said "picking an engine is a
> painful
> > experience" and each individual decision is governed by what is most
> > important to that person. In this case BPA met my criteria and I'm
> happy
> > with the decision. Thanks again to all who contributed knowledge and
> > information to this process
> >
> > Deems Davis # 406
> > Fuse
> > http://deemsrv10.com/
> >
> >
> >
> >
> > http://www.matronics.com/Navigator?RV10-List
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
Message 6
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|
| Subject: | Engine choice - I made my mine |
--> RV10-List message posted by: Kelly McMullen <kellym@aviating.com>
I don't know where it would fit in weight, but there also is the
TIO-540-AF1B turbo-charged 270hp parallel valve engine used in the
Mooney TLS/Bravo. As I understand it, that is a pricey engine, but
would get you all kinds of speed up high.
Quoting "RV Builder (Michael Sausen)" <rvbuilder@sausen.net>:
> Russ,
>
> It is my understanding that the angle valve requires significant
> cowl modification and is considered too heavy for the -10. Besides
> cowl changes you will have to beef up the structure to handle it. In
> difference to my friends out there that take exception to the idea
> that the -10 is nose heavy, this will make it very nose heavy. It's
> really not recommended but it is experimental after all. :-)
>
>
> Michael Sausen
> RV-10 #352 Working on Fuselage
> Do Not Archive
>
>
> -----Original Message-----
> From: owner-rv10-list-server@matronics.com
> [mailto:owner-rv10-list-server@matronics.com] On Behalf Of
> dav1111@cox.net
> Sent: Wednesday, March 15, 2006 6:47 AM
> To: rv10-list@matronics.com
> Subject: Re: RE: RV10-List: Engine choice - I made my mine
>
> --> RV10-List message posted by: <dav1111@cox.net>
>
> Rhonda:
>
> With the heavy hitter, which I assume is somthing like the K model
> IO-540 angle valve, does the cowl need modification? Also how much
> heavier is the heavy hitter?
>
> Russ Daves
>>
>> From: "Rhonda Bewley" <Rhonda@bpaengines.com>
>> Date: 2006/03/14 Tue PM 12:59:02 EST
>> To: <rv10-list@matronics.com>
>> Subject: RE: RV10-List: Engine choice - I made my mine
>>
>> --> RV10-List message posted by: "Rhonda Bewley"
>> --> <Rhonda@BPAENGINES.com>
>>
>> Brian:
>>
>> If it's okay, I'd like to address the differences in the IO-540s we
>> have listed on our website and note that our site is in the process of
>> some serious changes, so more detail will be on our site soon.
>>
>> The "heavy hitter" IO-540 is an angle head engine which is used in the
>> Extra series aircraft and some Glassair models. The lightweight
>> IO-540 is the parallel head version of the engine which is used in
>> the RV-10.
>>
>> Our cold air induction does require a cowl modification for the RV-10,
>> which is being developed and should be available sometime in the 2nd
>> quarter. We have been told that the pricing for the new cowl will be
>> competitive with the cowl sold by Van's. Our cold air has been used
>> on some Rockets with some cowling modifications as well.
>>
>> Hope this helps clarify.
>>
>> Rhonda Barrett-Bewley
>> Barrett Precision Engines, Inc.
>> 2870-B N> Sheridan Rd.
>> Tulsa, OK 74115
>> (918) 835-1089 phone
>> (918) 835-1754 fax
>> www.barrettprecisionengines.com
>>
>> -----Original Message-----
>> From: owner-rv10-list-server@matronics.com
>> [mailto:owner-rv10-list-server@matronics.com] On Behalf Of Brian
>> Sponcil
>> Sent: Tuesday, March 14, 2006 11:33 AM
>> To: rv10-list@matronics.com
>> Subject: Re: RV10-List: Engine choice - I made my mine
>>
>> --> RV10-List message posted by: "Brian Sponcil"
>> <bsponcil@belinblank.org>
>>
>>
>> So which one did you order? The "heavy hitter" or the "lightweight"?
>> Also,
>> does their cold air induction require you to modify the cowl? Just
>> curious....
>>
>>
>> -Brian
>>
>> #40497
>> N211BD
>> Iowa City, IA
>>
>> ----- Original Message -----
>> From: "Deems Davis" <deemsdavis@cox.net>
>> To: <rv10-list@matronics.com>
>> Sent: Monday, March 13, 2006 2:02 PM
>> Subject: RV10-List: Engine choice - I made my mine
>>
>>
>> > --> RV10-List message posted by: Deems Davis <deemsdavis@cox.net>
>> >
>> > After getting a lot of input from the Matronics board, and talking
>> > off
>>
>> > line to several people. I made my engine choice and today I placed
>> > my
>>
>> > order with Allen Barrett of BPA Engines http://www.bpaengines.com/ .
>> The
>> > timing of my decision was based on the price increase for the
>> > overhaul
>>
>> > kits from Lycoming in 1 or 2 days. I already saw one price increase
>> and
>> > want to avoid another. BPA is a respected engine builder they use
>> > the
>> kit
>> > from Lycoming, similar to Aero Sport and Mattituck, only they do
>> > some extras eg. porting and flow matching, custom paint, dynamically
>> balancing
>> > the rotating parts to a much stricter tolerance than others. (Others
>> will
>> > do this but for extra fees).Then they do something unique, they run
>> your
>> > engine on their dyno for 1 1/2 hours with a minute by minute
>> > printout
>> that
>> > you get. Their attitude is that they believe this is the only way to
>> build
>> > an engine and they won't build it otherwise. they'd rather let
>> business
>> > go to other shops than build to a lower standard. I think that
>> > speaks
>> tons
>> > to the mindset and attitude/culture that governs the way they operate.
>>
>> > They also do Kirby Chamblis, and Patty Wagstaff's engines as well.
>> Allen
>> > Barrett made a personal call to me to answer all of my questions and
>> was
>> > extremely professional. As one person said "picking an engine is a
>> painful
>> > experience" and each individual decision is governed by what is most
>> > important to that person. In this case BPA met my criteria and I'm
>> happy
>> > with the decision. Thanks again to all who contributed knowledge and
>> > information to this process
>> >
>> > Deems Davis # 406
>> > Fuse
>> > http://deemsrv10.com/
>> >
>> >
>> >
>> >
>> > http://www.matronics.com/Navigator?RV10-List
>> >
>> >
>> >
>> >
>> >
>> >
>> >
>> >
>> >
>> >
>> >
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>
>
> ====================================
> ====================================
> ====================================
>
>
Message 7
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|
| Subject: | Engine choice - I made my mine |
Pricey is right. You can purchase one from a Lycoming distributor for a
mere $101,341. You could always put the turbos in the back of the
plane! <grin>
Rhonda
Do Not Archive
-----Original Message-----
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Kelly
McMullen
Sent: Wednesday, March 15, 2006 8:39 AM
Subject: RE: RE: RV10-List: Engine choice - I made my mine
--> RV10-List message posted by: Kelly McMullen <kellym@aviating.com>
I don't know where it would fit in weight, but there also is the
TIO-540-AF1B turbo-charged 270hp parallel valve engine used in the
Mooney TLS/Bravo. As I understand it, that is a pricey engine, but
would get you all kinds of speed up high.
Quoting "RV Builder (Michael Sausen)" <rvbuilder@sausen.net>:
> Russ,
>
> It is my understanding that the angle valve requires significant
> cowl modification and is considered too heavy for the -10. Besides
> cowl changes you will have to beef up the structure to handle it. In
> difference to my friends out there that take exception to the idea
> that the -10 is nose heavy, this will make it very nose heavy. It's
> really not recommended but it is experimental after all. :-)
>
>
> Michael Sausen
> RV-10 #352 Working on Fuselage
> Do Not Archive
>
>
> -----Original Message-----
> From: owner-rv10-list-server@matronics.com
> [mailto:owner-rv10-list-server@matronics.com] On Behalf Of
> dav1111@cox.net
> Sent: Wednesday, March 15, 2006 6:47 AM
> To: rv10-list@matronics.com
> Subject: Re: RE: RV10-List: Engine choice - I made my mine
>
> --> RV10-List message posted by: <dav1111@cox.net>
>
> Rhonda:
>
> With the heavy hitter, which I assume is somthing like the K model
> IO-540 angle valve, does the cowl need modification? Also how much
> heavier is the heavy hitter?
>
> Russ Daves
>>
>> From: "Rhonda Bewley" <Rhonda@bpaengines.com>
>> Date: 2006/03/14 Tue PM 12:59:02 EST
>> To: <rv10-list@matronics.com>
>> Subject: RE: RV10-List: Engine choice - I made my mine
>>
>> --> RV10-List message posted by: "Rhonda Bewley"
>> --> <Rhonda@BPAENGINES.com>
>>
>> Brian:
>>
>> If it's okay, I'd like to address the differences in the IO-540s we
>> have listed on our website and note that our site is in the process
of
>> some serious changes, so more detail will be on our site soon.
>>
>> The "heavy hitter" IO-540 is an angle head engine which is used in
the
>> Extra series aircraft and some Glassair models. The lightweight
>> IO-540 is the parallel head version of the engine which is used in
>> the RV-10.
>>
>> Our cold air induction does require a cowl modification for the
RV-10,
>> which is being developed and should be available sometime in the 2nd
>> quarter. We have been told that the pricing for the new cowl will be
>> competitive with the cowl sold by Van's. Our cold air has been used
>> on some Rockets with some cowling modifications as well.
>>
>> Hope this helps clarify.
>>
>> Rhonda Barrett-Bewley
>> Barrett Precision Engines, Inc.
>> 2870-B N> Sheridan Rd.
>> Tulsa, OK 74115
>> (918) 835-1089 phone
>> (918) 835-1754 fax
>> www.barrettprecisionengines.com
>>
>> -----Original Message-----
>> From: owner-rv10-list-server@matronics.com
>> [mailto:owner-rv10-list-server@matronics.com] On Behalf Of Brian
>> Sponcil
>> Sent: Tuesday, March 14, 2006 11:33 AM
>> To: rv10-list@matronics.com
>> Subject: Re: RV10-List: Engine choice - I made my mine
>>
>> --> RV10-List message posted by: "Brian Sponcil"
>> <bsponcil@belinblank.org>
>>
>>
>> So which one did you order? The "heavy hitter" or the "lightweight"?
>> Also,
>> does their cold air induction require you to modify the cowl? Just
>> curious....
>>
>>
>> -Brian
>>
>> #40497
>> N211BD
>> Iowa City, IA
>>
>> ----- Original Message -----
>> From: "Deems Davis" <deemsdavis@cox.net>
>> To: <rv10-list@matronics.com>
>> Sent: Monday, March 13, 2006 2:02 PM
>> Subject: RV10-List: Engine choice - I made my mine
>>
>>
>> > --> RV10-List message posted by: Deems Davis <deemsdavis@cox.net>
>> >
>> > After getting a lot of input from the Matronics board, and talking
>> > off
>>
>> > line to several people. I made my engine choice and today I placed
>> > my
>>
>> > order with Allen Barrett of BPA Engines http://www.bpaengines.com/
.
>> The
>> > timing of my decision was based on the price increase for the
>> > overhaul
>>
>> > kits from Lycoming in 1 or 2 days. I already saw one price increase
>> and
>> > want to avoid another. BPA is a respected engine builder they use
>> > the
>> kit
>> > from Lycoming, similar to Aero Sport and Mattituck, only they do
>> > some extras eg. porting and flow matching, custom paint,
dynamically
>> balancing
>> > the rotating parts to a much stricter tolerance than others.
(Others
>> will
>> > do this but for extra fees).Then they do something unique, they run
>> your
>> > engine on their dyno for 1 1/2 hours with a minute by minute
>> > printout
>> that
>> > you get. Their attitude is that they believe this is the only way
to
>> build
>> > an engine and they won't build it otherwise. they'd rather let
>> business
>> > go to other shops than build to a lower standard. I think that
>> > speaks
>> tons
>> > to the mindset and attitude/culture that governs the way they
operate.
>>
>> > They also do Kirby Chamblis, and Patty Wagstaff's engines as well.
>> Allen
>> > Barrett made a personal call to me to answer all of my questions
and
>> was
>> > extremely professional. As one person said "picking an engine is a
>> painful
>> > experience" and each individual decision is governed by what is
most
>> > important to that person. In this case BPA met my criteria and I'm
>> happy
>> > with the decision. Thanks again to all who contributed knowledge
and
>> > information to this process
>> >
>> > Deems Davis # 406
>> > Fuse
>> > http://deemsrv10.com/
>> >
>> >
>> >
>> >
>> > http://www.matronics.com/Navigator?RV10-List
>> >
>> >
>> >
>> >
>> >
>> >
>> >
>> >
>> >
>> >
>> >
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>
>
>
>
> =3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D
> =3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D
> =3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D
>
>
>
>
>
>
>
>
>
>
>
>
=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D
=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D
=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D
Message 8
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|
| Subject: | master switch LED |
--> RV10-List message posted by: Buhwana <buhwana@charter.net>
What makes you think if you didn't see the master switch on you would
see the little LED? He's a suggestion form a lurker. Turn your strobe
light on and leave it on. when you turn the master switch on for
starting the light signal to everyone to "clear prop". When you leave
the airplane if you are blinded by the strobes, you left the master
on.....
tom RV-6A 939GK
I am wanting to put an LED on the panel that Hill inform us when the
Master
switch is on and the plane is off. We have left the Master switch on
several times to the tune of a dead battery when we get back to the
plane.
Is there a way to wire the ground of the LED through the start switch so
that it will get power when the Master is on, but won't ground until the
ignition switch is in the off position?
Message 9
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| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Engine choice - I made my mine |
--> RV10-List message posted by: Tim Olson <Tim@MyRV10.com>
I forgot to mention this....
After flying my RV-10, with the large aux battery array under the rear
passenger knees, and the larger PC925 battery in the rear, I no longer
consider my RV-10 nose-heavy. My W&B's came out in such a way that
I really can't get it out of forward CG. I can get it out of aft
CG though, so the standard planning is needed for loading it up.
I was worried about the nose-heaviness in the past. It's just nice
to see it's a non-issue as my plane came out. Of course, mine
is no skinny minnie.
Tim Olson - RV-10 N104CD - Flying
do not archive
RV Builder (Michael Sausen) wrote:
> Russ,
>
> It is my understanding that the angle valve requires significant cowl
> modification and is considered too heavy for the -10. Besides cowl
> changes you will have to beef up the structure to handle it. In
> difference to my friends out there that take exception to the idea that
> the -10 is nose heavy, this will make it very nose heavy. It's really
> not recommended but it is experimental after all. :-)
>
>
> Michael Sausen
> RV-10 #352 Working on Fuselage
> Do Not Archive
>
>
> -----Original Message-----
> From: owner-rv10-list-server@matronics.com
> [mailto:owner-rv10-list-server@matronics.com] On Behalf Of dav1111@cox.net
> Sent: Wednesday, March 15, 2006 6:47 AM
> To: rv10-list@matronics.com
> Subject: Re: RE: RV10-List: Engine choice - I made my mine
>
> --> RV10-List message posted by: <dav1111@cox.net>
>
> Rhonda:
>
> With the heavy hitter, which I assume is somthing like the K model
> IO-540 angle valve, does the cowl need modification? Also how much
> heavier is the heavy hitter?
>
> Russ Daves
> >
> > From: "Rhonda Bewley" <Rhonda@bpaengines.com>
> > Date: 2006/03/14 Tue PM 12:59:02 EST
> > To: <rv10-list@matronics.com>
> > Subject: RE: RV10-List: Engine choice - I made my mine
> >
> > --> RV10-List message posted by: "Rhonda Bewley"
> > --> <Rhonda@BPAENGINES.com>
> >
> > Brian:
> >
> > If it's okay, I'd like to address the differences in the IO-540s we
> > have listed on our website and note that our site is in the process of
> > some serious changes, so more detail will be on our site soon.
> >
> > The "heavy hitter" IO-540 is an angle head engine which is used in the
> > Extra series aircraft and some Glassair models. The lightweight
> > IO-540 is the parallel head version of the engine which is used in
> the RV-10.
> >
> > Our cold air induction does require a cowl modification for the RV-10,
> > which is being developed and should be available sometime in the 2nd
> > quarter. We have been told that the pricing for the new cowl will be
> > competitive with the cowl sold by Van's. Our cold air has been used
> > on some Rockets with some cowling modifications as well.
> >
> > Hope this helps clarify.
> >
> > Rhonda Barrett-Bewley
> > Barrett Precision Engines, Inc.
> > 2870-B N> Sheridan Rd.
> > Tulsa, OK 74115
> > (918) 835-1089 phone
> > (918) 835-1754 fax
> > www.barrettprecisionengines.com
> >
> > -----Original Message-----
> > From: owner-rv10-list-server@matronics.com
> > [mailto:owner-rv10-list-server@matronics.com] On Behalf Of Brian
> > Sponcil
> > Sent: Tuesday, March 14, 2006 11:33 AM
> > To: rv10-list@matronics.com
> > Subject: Re: RV10-List: Engine choice - I made my mine
> >
> > --> RV10-List message posted by: "Brian Sponcil"
> > <bsponcil@belinblank.org>
> >
> >
> > So which one did you order? The "heavy hitter" or the "lightweight"?
> > Also,
> > does their cold air induction require you to modify the cowl? Just
> > curious....
> >
> >
> > -Brian
> >
> > #40497
> > N211BD
> > Iowa City, IA
> >
> > ----- Original Message -----
> > From: "Deems Davis" <deemsdavis@cox.net>
> > To: <rv10-list@matronics.com>
> > Sent: Monday, March 13, 2006 2:02 PM
> > Subject: RV10-List: Engine choice - I made my mine
> >
> >
> > > --> RV10-List message posted by: Deems Davis <deemsdavis@cox.net>
> > >
> > > After getting a lot of input from the Matronics board, and talking
> > > off
> >
> > > line to several people. I made my engine choice and today I placed
> > > my
> >
> > > order with Allen Barrett of BPA Engines http://www.bpaengines.com/ .
> > The
> > > timing of my decision was based on the price increase for the
> > > overhaul
> >
> > > kits from Lycoming in 1 or 2 days. I already saw one price increase
> > and
> > > want to avoid another. BPA is a respected engine builder they use
> > > the
> > kit
> > > from Lycoming, similar to Aero Sport and Mattituck, only they do
> > > some extras eg. porting and flow matching, custom paint, dynamically
> > balancing
> > > the rotating parts to a much stricter tolerance than others. (Others
> > will
> > > do this but for extra fees).Then they do something unique, they run
> > your
> > > engine on their dyno for 1 1/2 hours with a minute by minute
> > > printout
> > that
> > > you get. Their attitude is that they believe this is the only way to
> > build
> > > an engine and they won't build it otherwise. they'd rather let
> > business
> > > go to other shops than build to a lower standard. I think that
> > > speaks
> > tons
> > > to the mindset and attitude/culture that governs the way they operate.
> >
> > > They also do Kirby Chamblis, and Patty Wagstaff's engines as well.
> > Allen
> > > Barrett made a personal call to me to answer all of my questions and
> > was
> > > extremely professional. As one person said "picking an engine is a
> > painful
> > > experience" and each individual decision is governed by what is most
> > > important to that person. In this case BPA met my criteria and I'm
> > happy
> > > with the decision. Thanks again to all who contributed knowledge and
> > > information to this process
> > >
> > > Deems Davis # 406
> > > Fuse
> > > http://deemsrv10.com/
> > >
> > >
> > >
> > >
> > > http://www.matronics.com/Navigator?RV10-List
> > >
> > >
> > >
> > >
> > >
> > >
> > >
> > >
> > >
> > >
> > >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
>
>
>
>
> ====================================
> RV10-List Email Forum -
> more:
> bsp;
> ">http://www.matronics.com/Navigator?RV10-List
> ====================================
> bsp; - List Contribution Web Site -
> bsp; -Matt Dralle, List Admin.
> ">http://www.matronics.com/contribution
> ====================================
>
>
>
>
>
>
>
>
>
Message 10
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|
| Subject: | Re: master switch LED |
--> RV10-List message posted by: rob kermanj <rv10es@earthlink.net>
Great and simple. This is what I will do. Thanks. How-come I did
not think of this after 25 years of flying?
Do not archive
rob kermanj
rv10es@earthlink.net
On Mar 15, 2006, at 9:55 AM, Buhwana wrote:
> --> RV10-List message posted by: Buhwana <buhwana@charter.net>
>
> What makes you think if you didn't see the master switch on you
> would see the little LED? He's a suggestion form a lurker. Turn
> your strobe light on and leave it on. when you turn the master
> switch on for starting the light signal to everyone to "clear
> prop". When you leave the airplane if you are blinded by the
> strobes, you left the master on.....
> tom RV-6A 939GK
>
> I am wanting to put an LED on the panel that Hill inform us when
> the Master
> switch is on and the plane is off. We have left the Master switch on
> several times to the tune of a dead battery when we get back to the
> plane.
> Is there a way to wire the ground of the LED through the start
> switch so
> that it will get power when the Master is on, but won't ground
> until the
> ignition switch is in the off position?
>
>
> www.matronics.com/Navigator?RV10-List
>
>
Message 11
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| Subject: | Re: master switch LED |
--> RV10-List message posted by: Tim Olson <Tim@MyRV10.com>
I have an avionics fan that I decided to leave on whenever the master
is on....so it's audible. It's saved me already. I also used
to use the rotating beacon being left on in my old plane too,
so that's a great idea.
Tim Olson - RV-10 N104CD - Flying
do not archive
Buhwana wrote:
> --> RV10-List message posted by: Buhwana <buhwana@charter.net>
>
> What makes you think if you didn't see the master switch on you would
> see the little LED? He's a suggestion form a lurker. Turn your strobe
> light on and leave it on. when you turn the master switch on for
> starting the light signal to everyone to "clear prop". When you leave
> the airplane if you are blinded by the strobes, you left the master on.....
> tom RV-6A 939GK
>
> I am wanting to put an LED on the panel that Hill inform us when the Master
> switch is on and the plane is off. We have left the Master switch on
> several times to the tune of a dead battery when we get back to the plane.
> Is there a way to wire the ground of the LED through the start switch so
> that it will get power when the Master is on, but won't ground until the
> ignition switch is in the off position?
>
Message 12
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|
| Subject: | master switch LED |
--> RV10-List message posted by: "Stewart, Michael (ISS Atlanta)" <mstewart@iss.net>
You can use your alternator idiot light for the same purpose.
When the engine is stopped and the master is on, the alt light will tell
you the master is on. Has saved me more than once.
Works for me.
You can see the result here:
http://www2.mstewart.net:8080/super8/panel/index.htm
Enjoy
Mike
>
> I am wanting to put an LED on the panel that Hill inform us when
> the Master
> switch is on and the plane is off. We have left the Master switch on
> several times to the tune of a dead battery when we get back to the
> plane.
> Is there a way to wire the ground of the LED through the start
> switch so
> that it will get power when the Master is on, but won't ground
> until the
> ignition switch is in the off position?
>
>
Message 13
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|
| Subject: | Cleaveland Static Port |
--> RV10-List message posted by: "Mike Lauritsen - Work" <mike@cleavelandtool.com>
I am glad to hear that they are working well on Tim's. I wanted to clarify
that they also work well on thousands of other aircraft. The few that they
do not work well on were installed incorrectly. Keep in mind that they must
protrude from the surface of the skin. If you do not countersink correctly
for the mounting dimples they will not sit flush. If you add thickness with
primer, proseal, rtv... between the port and the skin they will not work
properly. If you paint the skin on the outside with more than .010" of
paint, but mask off the port, they will not work properly.
However we have tried to make them (how do I say it?) less dependent on
accuracy of installation, by creating a slight dome on the new ports. When
installed correctly this will allow them to protrude .030" which is similar
to the pop rivet method, and they will still be flush at the edges. When
installed incorrectly you have three times the margin of error than before.
-Mike
Mike Lauritsen
Cleaveland Aircraft Tool
2225 First St.
Boone, Iowa 50036
515-432-6794
mike@cleavelandtool.com
-----Original Message-----
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Tim Olson
Sent: Wednesday, March 15, 2006 6:13 AM
Subject: Re: RV10-List: Cleaveland Static Port
--> RV10-List message posted by: Tim Olson <Tim@MyRV10.com>
I haven't flown the box to verify how exact the airspeed display is,
but in very light to no wind type conditions my Chelton GPS, that
is constantly computing Crosswind, True Airspeed, Groundspeed,
and everything else has seemed to indicate that my groundspeed
is very near my true airspeed at the lower altitudes that I've
been flying. I flew next to another RV who knew his airspeed
indicated a bit high, (like 5-10 kts) and we were indicatating about
8-10 kts different...me being lower. So just a guess but the
evidence is pointing to there not being any real error there.
As for static, I think that would be very hard to tell as I
would doubt it would affect the altimeter that much overall.
I had my pitot static test done and my altitude display is accurate
to within 7' all the way to 20,000 (a non-flying test). I'll
have to maybe call ATC and have them radar verify my altitude or
something. Anyway, in practice approaches it places me right
at ground level at the perfect time, so I can't see it being off.
That's one cool thing I found about the Chelton/GRT combo. I'm
not sure that this isn't the case with all other EFIS's, but
when I power up for the day, my EFIS will look at the airport
you're at, and calculate based on the pressure and GPS altitude
of the airport what your altimeter setting should be and it
presets itself. It's designed so even if you don't set the
altimeter, you should be within a couple of hundreths of an
inch of the proper altimeter setting, and it's usually accurate
to within 10' of airport elevation. Cool stuff.
Other than calling ATC, and flying the box, I don't know what else
I can do to verify closer, but from what it appears so far, I
have dropped my worries about the accuracy of the Cleaveland
static ports. Of course, if it were 1 or 2 kts off, which is
easily possible, I probably wouldn't worry about it anyway.
It's just nice to know what it truly is indicating. We end up
setting our stall speeds based on IAS, and we all end up
using Ground Speed with GPS for the most part anyway.
Tim Olson - RV-10 N104CD - Flying
do not archive
McGANN, Ron wrote:
> Hey Tim and other 10 flyers,
>
> I have the Cleaveland static port installed in the tailcone. Tim and
> others with this port, how accurate are you finding the altimeter and
> airspeed indications with this port?
>
> thanks in advance
> Ron
> 187 fuse
>
> -----Original Message-----
> *From:* owner-rv10-list-server@matronics.com
> [mailto:owner-rv10-list-server@matronics.com]*On Behalf Of* Jesse
Saint
> *Sent:* Wednesday, 15 March 2006 10:25 AM
> *To:* rv10-list@matronics.com
> *Subject:* RV10-List: Master LED
>
> I am wanting to put an LED on the panel that Hill inform us when the
> Master switch is on and the plane is off. We have left the Master
> switch on several times to the tune of a dead battery when we get
> back to the plane. Is there a way to wire the ground of the LED
> through the start switch so that it will get power when the Master
> is on, but won't ground until the ignition switch is in the off
> position?
>
>
>
> Thanks and do not archive.
>
>
>
> Jesse Saint
>
> I-TEC, Inc.
>
> jesse@itecusa.org <mailto:jesse@itecusa.org>
>
> www.itecusa.org <http://www.itecusa.org>
>
>
>
> I'm in Ecuador right now and should be back in the country by the
> end of May. You may call me at 352-505-1899 and leave a message
> that I can check from down here. Any I-TEC questions can be
> directed to the I-TEC office at 352-465-4545.
>
>
>
Message 14
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|
| Subject: | Re: master switch LED |
Hi Michael:
Just wondered, can you display an ILS on the Grand Rapids system. I
don't see a separate ILS nav head? Or are you strictly VFR?
Stewart, Michael (ISS Atlanta) wrote:
>--> RV10-List message posted by: "Stewart, Michael (ISS Atlanta)" <mstewart@iss.net>
>
>You can use your alternator idiot light for the same purpose.
>When the engine is stopped and the master is on, the alt light will tell
>you the master is on. Has saved me more than once.
>Works for me.
>You can see the result here:
>http://www2.mstewart.net:8080/super8/panel/index.htm
>
>Enjoy
>Mike
>
>
>
>>I am wanting to put an LED on the panel that Hill inform us when
>>the Master
>>switch is on and the plane is off. We have left the Master switch on
>>several times to the tune of a dead battery when we get back to the
>>plane.
>>Is there a way to wire the ground of the LED through the start
>>switch so
>>that it will get power when the Master is on, but won't ground
>>until the
>>ignition switch is in the off position?
>>
>>
>>
>>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
Message 15
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|
| Subject: | Engine choice - I made my mine (what is this costing ??) |
--> RV10-List message posted by: "Condon, Philip M." <pcondon@mitre.org>
Can anyone give the costs for these engines from Barrett. A new kit
from Lycoming is 43,375.00$. Cold air and Hi Comp. pistons runs the
cost up to 50,000.00$ With shipping and other options the price is well
north of 50,000.00$. Is my math right ??
Message 16
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|
| Subject: | Re: Engine choice - Weight & Balance |
--> RV10-List message posted by: LarryRosen@comcast.net
Tim,
I know asking someone's weight is a sensitive subject :-) But would you mind sharing
your weight and balance data with the group.
Larry Rosen
-------------- Original message ----------------------
From: Tim Olson <Tim@MyRV10.com>
> --> RV10-List message posted by: Tim Olson <Tim@MyRV10.com>
>
> I forgot to mention this....
>
> After flying my RV-10, with the large aux battery array under the rear
> passenger knees, and the larger PC925 battery in the rear, I no longer
> consider my RV-10 nose-heavy. My W&B's came out in such a way that
> I really can't get it out of forward CG. I can get it out of aft
> CG though, so the standard planning is needed for loading it up.
> I was worried about the nose-heaviness in the past. It's just nice
> to see it's a non-issue as my plane came out. Of course, mine
> is no skinny minnie.
>
> Tim Olson - RV-10 N104CD - Flying
> do not archive
>
>
> RV Builder (Michael Sausen) wrote:
> > Russ,
> >
> > It is my understanding that the angle valve requires significant cowl
> > modification and is considered too heavy for the -10. Besides cowl
> > changes you will have to beef up the structure to handle it. In
> > difference to my friends out there that take exception to the idea that
> > the -10 is nose heavy, this will make it very nose heavy. It's really
> > not recommended but it is experimental after all. :-)
> >
> >
> > Michael Sausen
> > RV-10 #352 Working on Fuselage
> > Do Not Archive
> >
> >
> > -----Original Message-----
> > From: owner-rv10-list-server@matronics.com
> > [mailto:owner-rv10-list-server@matronics.com] On Behalf Of dav1111@cox.net
> > Sent: Wednesday, March 15, 2006 6:47 AM
> > To: rv10-list@matronics.com
> > Subject: Re: RE: RV10-List: Engine choice - I made my mine
> >
> > --> RV10-List message posted by: <dav1111@cox.net>
> >
> > Rhonda:
> >
> > With the heavy hitter, which I assume is somthing like the K model
> > IO-540 angle valve, does the cowl need modification? Also how much
> > heavier is the heavy hitter?
> >
> > Russ Daves
> > >
> > > From: "Rhonda Bewley" <Rhonda@bpaengines.com>
> > > Date: 2006/03/14 Tue PM 12:59:02 EST
> > > To: <rv10-list@matronics.com>
> > > Subject: RE: RV10-List: Engine choice - I made my mine
> > >
> > > --> RV10-List message posted by: "Rhonda Bewley"
> > > --> <Rhonda@BPAENGINES.com>
> > >
> > > Brian:
> > >
> > > If it's okay, I'd like to address the differences in the IO-540s we
> > > have listed on our website and note that our site is in the process of
> > > some serious changes, so more detail will be on our site soon.
> > >
> > > The "heavy hitter" IO-540 is an angle head engine which is used in the
> > > Extra series aircraft and some Glassair models. The lightweight
> > > IO-540 is the parallel head version of the engine which is used in
> > the RV-10.
> > >
> > > Our cold air induction does require a cowl modification for the RV-10,
> > > which is being developed and should be available sometime in the 2nd
> > > quarter. We have been told that the pricing for the new cowl will be
> > > competitive with the cowl sold by Van's. Our cold air has been used
> > > on some Rockets with some cowling modifications as well.
> > >
> > > Hope this helps clarify.
> > >
> > > Rhonda Barrett-Bewley
> > > Barrett Precision Engines, Inc.
> > > 2870-B N> Sheridan Rd.
> > > Tulsa, OK 74115
> > > (918) 835-1089 phone
> > > (918) 835-1754 fax
> > > www.barrettprecisionengines.com
> > >
> > > -----Original Message-----
> > > From: owner-rv10-list-server@matronics.com
> > > [mailto:owner-rv10-list-server@matronics.com] On Behalf Of Brian
> > > Sponcil
> > > Sent: Tuesday, March 14, 2006 11:33 AM
> > > To: rv10-list@matronics.com
> > > Subject: Re: RV10-List: Engine choice - I made my mine
> > >
> > > --> RV10-List message posted by: "Brian Sponcil"
> > > <bsponcil@belinblank.org>
> > >
> > >
> > > So which one did you order? The "heavy hitter" or the "lightweight"?
> > > Also,
> > > does their cold air induction require you to modify the cowl? Just
> > > curious....
> > >
> > >
> > > -Brian
> > >
> > > #40497
> > > N211BD
> > > Iowa City, IA
> > >
> > > ----- Original Message -----
> > > From: "Deems Davis" <deemsdavis@cox.net>
> > > To: <rv10-list@matronics.com>
> > > Sent: Monday, March 13, 2006 2:02 PM
> > > Subject: RV10-List: Engine choice - I made my mine
> > >
> > >
> > > > --> RV10-List message posted by: Deems Davis <deemsdavis@cox.net>
> > > >
> > > > After getting a lot of input from the Matronics board, and talking
> > > > off
> > >
> > > > line to several people. I made my engine choice and today I placed
> > > > my
> > >
> > > > order with Allen Barrett of BPA Engines http://www.bpaengines.com/ .
> > > The
> > > > timing of my decision was based on the price increase for the
> > > > overhaul
> > >
> > > > kits from Lycoming in 1 or 2 days. I already saw one price increase
> > > and
> > > > want to avoid another. BPA is a respected engine builder they use
> > > > the
> > > kit
> > > > from Lycoming, similar to Aero Sport and Mattituck, only they do
> > > > some extras eg. porting and flow matching, custom paint, dynamically
> > > balancing
> > > > the rotating parts to a much stricter tolerance than others. (Others
> > > will
> > > > do this but for extra fees).Then they do something unique, they run
> > > your
> > > > engine on their dyno for 1 1/2 hours with a minute by minute
> > > > printout
> > > that
> > > > you get. Their attitude is that they believe this is the only way to
> > > build
> > > > an engine and they won't build it otherwise. they'd rather let
> > > business
> > > > go to other shops than build to a lower standard. I think that
> > > > speaks
> > > tons
> > > > to the mindset and attitude/culture that governs the way they operate.
> > >
> > > > They also do Kirby Chamblis, and Patty Wagstaff's engines as well.
> > > Allen
> > > > Barrett made a personal call to me to answer all of my questions and
> > > was
> > > > extremely professional. As one person said "picking an engine is a
> > > painful
> > > > experience" and each individual decision is governed by what is most
> > > > important to that person. In this case BPA met my criteria and I'm
> > > happy
> > > > with the decision. Thanks again to all who contributed knowledge and
> > > > information to this process
> > > >
> > > > Deems Davis # 406
> > > > Fuse
> > > > http://deemsrv10.com/
> > > >
> > > >
> > > >
> > > >
> > > > http://www.matronics.com/Navigator?RV10-List
> > > >
> > > >
> > > >
> > > >
> > > >
> > > >
> > > >
> > > >
> > > >
> > > >
> > > >
> > >
> > >
> > >
> > >
> > >
> > >
> > >
> > >
> > >
> > >
> > >
> > >
> > >
> > >
> > >
> > >
> > >
> > >
> > >
> > >
> > >
> > >
> > >
> > >
> > >
> > >
> > >
> > >
> >
> >
> >
> >
> > ====================================
> > RV10-List Email Forum -
> > more:
> > bsp;
> >
> ">http://www.matronics.com/Nav
> igator?RV10-List
> > ====================================
> > bsp; - List Contribution Web Site -
> > bsp; -Matt Dralle, List Admin.
> >
> ">http://www.matronics.com/contributi
> on
> > ====================================
> >
> >
> >
> >
> >
> >
> >
> >
> >
>
>
>
>
>
>
>
>
>
>
>
>
Message 17
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|
| Subject: | Engine choice - I made my mine |
Side by side, each angle valve cylinder and top end are 7 lbs heavier
than the parallel valve versions. That's 42 lbs right there. The
advantage is volumetric efficiency, improved cooling fins around the
exhaust valve and improved valve guides. Just to name a few. The
technology is newer. I am willing to bet there is a clear need to
enhance the airframe to support the additional weight beyond IO-540D4A5.
A totally separate cowl is needed, modification will not get you there.
Lopresti thinks the small frontal area, significant drop on the top cowl
and tight lower design were to preclude Hot Rodding the RV-10. From an
Insurance Underwriting perspective you can see where this is going. It
would be interesting to compare the horsepower to weight ratio of the
Parallel to the Angle alternative. Might be time for the Depleted
Uranium counterweights at the aft tie down hook ;-)
There are clear advantages to a Barrett Cold Air on the D4A5. Don't
forget a Forsling tuned exhaust system as well.
John - KUAO
________________________________
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of RV Builder
(Michael Sausen)
Sent: Wednesday, March 15, 2006 6:17 AM
Subject: RE: RE: RV10-List: Engine choice - I made my mine
Russ,
It is my understanding that the angle valve requires significant cowl
modification and is considered too heavy for the -10. Besides cowl
changes you will have to beef up the structure to handle it. In
difference to my friends out there that take exception to the idea that
the -10 is nose heavy, this will make it very nose heavy. It's really
not recommended but it is experimental after all. :-)
Michael Sausen
RV-10 #352 Working on Fuselage
Do Not Archive
-----Original Message-----
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of
dav1111@cox.net
Sent: Wednesday, March 15, 2006 6:47 AM
Subject: Re: RE: RV10-List: Engine choice - I made my mine
--> RV10-List message posted by: <dav1111@cox.net>
Rhonda:
With the heavy hitter, which I assume is somthing like the K model
IO-540 angle valve, does the cowl need modification? Also how much
heavier is the heavy hitter?
Russ Daves
>
> From: "Rhonda Bewley" <Rhonda@bpaengines.com>
> Date: 2006/03/14 Tue PM 12:59:02 EST
> To: <rv10-list@matronics.com>
> Subject: RE: RV10-List: Engine choice - I made my mine
>
> --> RV10-List message posted by: "Rhonda Bewley"
> --> <Rhonda@BPAENGINES.com>
>
> Brian:
>
> If it's okay, I'd like to address the differences in the IO-540s we
> have listed on our website and note that our site is in the process of
> some serious changes, so more detail will be on our site soon.
>
> The "heavy hitter" IO-540 is an angle head engine which is used in the
> Extra series aircraft and some Glassair models. The lightweight
> IO-540 is the parallel head version of the engine which is used in the
RV-10.
>
> Our cold air induction does require a cowl modification for the RV-10,
> which is being developed and should be available sometime in the 2nd
> quarter. We have been told that the pricing for the new cowl will be
> competitive with the cowl sold by Van's. Our cold air has been used
> on some Rockets with some cowling modifications as well.
>
> Hope this helps clarify.
>
> Rhonda Barrett-Bewley
> Barrett Precision Engines, Inc.
> 2870-B N> Sheridan Rd.
> Tulsa, OK 74115
> (918) 835-1089 phone
> (918) 835-1754 fax
> www.barrettprecisionengines.com
>
> -----Original Message-----
> From: owner-rv10-list-server@matronics.com
> [mailto:owner-rv10-list-server@matronics.com] On Behalf Of Brian
> Sponcil
> Sent: Tuesday, March 14, 2006 11:33 AM
> To: rv10-list@matronics.com
> Subject: Re: RV10-List: Engine choice - I made my mine
>
> --> RV10-List message posted by: "Brian Sponcil"
> <bsponcil@belinblank.org>
>
>
> So which one did you order? The "heavy hitter" or the "lightweight"?
> Also,
> does their cold air induction require you to modify the cowl? Just
> curious....
>
>
> -Brian
>
> #40497
> N211BD
> Iowa City, IA
>
> ----- Original Message -----
> From: "Deems Davis" <deemsdavis@cox.net>
> To: <rv10-list@matronics.com>
> Sent: Monday, March 13, 2006 2:02 PM
> Subject: RV10-List: Engine choice - I made my mine
>
>
> > --> RV10-List message posted by: Deems Davis <deemsdavis@cox.net>
> >
> > After getting a lot of input from the Matronics board, and talking
> > off
>
> > line to several people. I made my engine choice and today I placed
> > my
>
> > order with Allen Barrett of BPA Engines http://www.bpaengines.com/ .
> The
> > timing of my decision was based on the price increase for the
> > overhaul
>
> > kits from Lycoming in 1 or 2 days. I already saw one price increase
> and
> > want to avoid another. BPA is a respected engine builder they use
> > the
> kit
> > from Lycoming, similar to Aero Sport and Mattituck, only they do
> > some extras eg. porting and flow matching, custom paint, dynamically
> balancing
> > the rotating parts to a much stricter tolerance than others. (Others
> will
> > do this but for extra fees).Then they do something unique, they run
> your
> > engine on their dyno for 1 1/2 hours with a minute by minute
> > printout
> that
> > you get. Their attitude is that they believe this is the only way to
> build
> > an engine and they won't build it otherwise. they'd rather let
> business
> > go to other shops than build to a lower standard. I think that
> > speaks
> tons
> > to the mindset and attitude/culture that governs the way they
operate.
>
> > They also do Kirby Chamblis, and Patty Wagstaff's engines as well.
> Allen
> > Barrett made a personal call to me to answer all of my questions and
> was
> > extremely professional. As one person said "picking an engine is a
> painful
> > experience" and each individual decision is governed by what is most
> > important to that person. In this case BPA met my criteria and I'm
> happy
> > with the decision. Thanks again to all who contributed knowledge and
> > information to this process
> >
> > Deems Davis # 406
> > Fuse
> > http://deemsrv10.com/
> >
> >
> >
> >
> > http://www.matronics.com/Navigator?RV10-List
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
>
>
=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D
RV10-List Email Forum -
more:
bsp;
">http://www.matronics
.com/Navigator?RV10-List
=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D
bsp; - List Contribution Web Site -
bsp; -Matt Dralle, List Admin.
">http://www.matronics.com/co
ntribution
=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D
Message 18
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| Subject: | master switch LED |
Yep.
Both the GRT and BMA do.
Even better, can display ILS needles and synthetic HITS at the same
time(overlayed) on the GRT, while the BMA is displaying HITS against
ILS.
Its very valuable to see it all.
You can shake and bake it however you like and it works.
Mike
160 hrs RV-S8
_____
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Sam Marlow
Sent: Wednesday, March 15, 2006 11:27 AM
Subject: Re: RV10-List: master switch LED
Hi Michael:
Just wondered, can you display an ILS on the Grand Rapids system. I
don't see a separate ILS nav head? Or are you strictly VFR?
Stewart, Michael (ISS Atlanta) wrote:
--> RV10-List message posted by: "Stewart, Michael (ISS Atlanta)"
<mstewart@iss.net> <mailto:mstewart@iss.net>
You can use your alternator idiot light for the same purpose.
When the engine is stopped and the master is on, the alt light will tell
you the master is on. Has saved me more than once.
Works for me.
You can see the result here:
http://www2.mstewart.net:8080/super8/panel/index.htm
Enjoy
Mike
I am wanting to put an LED on the panel that Hill inform us when
the Master
switch is on and the plane is off. We have left the Master
switch on
several times to the tune of a dead battery when we get back to
the
plane.
Is there a way to wire the ground of the LED through the start
switch so
that it will get power when the Master is on, but won't ground
until the
ignition switch is in the off position?
Message 19
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|
| Subject: | Lycoming question? |
--> RV10-List message posted by: "John Gonzalez" <indigoonlatigo@msn.com>
A question from a not so well read builder...I know it happened, but I never
learned of the reason why those crankshafts on the Lycomings had bent.
After so many years of producing these engines without problems, why did it
happen.
Also, thank you Kelly M for your great email discussing the differences
between rebuilds and overhauls. I did no know that Lyco had sourced out the
production of their parts.
Is it normal to have a lot of anxiety about buying an aircraft engine which
almost cost what houses used to cost and then having to buy one half the
houses again in a few years?
Also, will these engines be able to burn 91 octane or is there a compression
specification that needs to be orderred with the engine.
Sorry in advance, I am sure I am going to get thrashed on this post.
Too much time between patients.
DO Not Archive
John G.
Message 20
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| Subject: | Re: master switch LED |
Nice!
Do not archive
Stewart, Michael (ISS Atlanta) wrote:
> Yep.
>
> Both the GRT and BMA do.
>
> Even better, can display ILS needles and synthetic HITS at the same
> time(overlayed) on the GRT, while the BMA is displaying HITS against ILS.
>
> Its very valuable to see it all.
>
> You can shake and bake it however you like and it works.
>
> Mike
>
> 160 hrs RV-S8
>
>
>
>
>
>
> From: owner-rv10-list-server@matronics.com
> [mailto:owner-rv10-list-server@matronics.com] On Behalf Of Sam Marlow
> Sent: Wednesday, March 15, 2006 11:27 AM
> To: rv10-list@matronics.com
> Subject: Re: RV10-List: master switch LED
>
>
>
> Hi Michael:
> Just wondered, can you display an ILS on the Grand Rapids system. I
> don't see a separate ILS nav head? Or are you strictly VFR?
>
> Stewart, Michael (ISS Atlanta) wrote:
>
>--> RV10-List message posted by: "Stewart, Michael (ISS Atlanta)" <mstewart@iss.net> <mailto:mstewart@iss.net>
>
>
>
>You can use your alternator idiot light for the same purpose.
>
>When the engine is stopped and the master is on, the alt light will tell
>
>you the master is on. Has saved me more than once.
>
>Works for me.
>
>You can see the result here:
>
>http://www2.mstewart.net:8080/super8/panel/index.htm
>
>
>
>Enjoy
>
>Mike
>
>
>
>
>
>>I am wanting to put an LED on the panel that Hill inform us when
>>
>>the Master
>>
>>switch is on and the plane is off. We have left the Master switch on
>>
>>several times to the tune of a dead battery when we get back to the
>>
>>plane.
>>
>>Is there a way to wire the ground of the LED through the start
>>
>>switch so
>>
>>that it will get power when the Master is on, but won't ground
>>
>>until the
>>
>>ignition switch is in the off position?
>>
>>
>>
>>
>>
>>
>>
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Message 21
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| Subject: | Re: Engine choice - Weight & Balance |
--> RV10-List message posted by: Tim Olson <Tim@MyRV10.com>
Weight is 1685. Arm is 108.67 with the range being
107.84 - 116.24. The moment is 183104.25.
The weight should be pretty good. I loaded it up
with everything that was going to be with the plane...
carpets, seats, fire extinguisher, the works. The
confusing thing to me is that one main was about 15lbs
heavier than the other, so I question how closely it was
leveled side to side. Throughout the build, I did not
put any priority to weight at all, but all into
functionality, comfort, soundproofing, electrical backup,
and reliability. So none of the components were chosen
for low weight. I knew the plane had lots of power, and
2100-2200 fpm alone show me that it does just fine.
I have set the gross wt. at 2800 after doing stall
and climb testing at gross, so that makes up for the loss
in useful load. Seldom will I be near that weight anyway,
but at least the ramp checks will always go smoothly.
Tim
Tim Olson - RV-10 N104CD - Flying
do not archive
LarryRosen@comcast.net wrote:
> --> RV10-List message posted by: LarryRosen@comcast.net
>
> Tim, I know asking someone's weight is a sensitive subject :-) But
> would you mind sharing your weight and balance data with the group.
>
> Larry Rosen
>
> -------------- Original message ---------------------- From: Tim
> Olson <Tim@MyRV10.com>
>> --> RV10-List message posted by: Tim Olson <Tim@MyRV10.com>
>>
>> I forgot to mention this....
>>
>> After flying my RV-10, with the large aux battery array under the
>> rear passenger knees, and the larger PC925 battery in the rear, I
>> no longer consider my RV-10 nose-heavy. My W&B's came out in such
>> a way that I really can't get it out of forward CG. I can get it
>> out of aft CG though, so the standard planning is needed for
>> loading it up. I was worried about the nose-heaviness in the past.
>> It's just nice to see it's a non-issue as my plane came out. Of
>> course, mine is no skinny minnie.
>>
>> Tim Olson - RV-10 N104CD - Flying do not archive
>>
>>
>> RV Builder (Michael Sausen) wrote:
>>> Russ,
>>>
>>> It is my understanding that the angle valve requires significant
>>> cowl modification and is considered too heavy for the -10.
>>> Besides cowl changes you will have to beef up the structure to
>>> handle it. In difference to my friends out there that take
>>> exception to the idea that the -10 is nose heavy, this will make
>>> it very nose heavy. It's really not recommended but it is
>>> experimental after all. :-)
>>>
>>>
>>> Michael Sausen RV-10 #352 Working on Fuselage Do Not Archive
>>>
>>>
>>> -----Original Message----- From:
>>> owner-rv10-list-server@matronics.com
>>> [mailto:owner-rv10-list-server@matronics.com] On Behalf Of
>>> dav1111@cox.net Sent: Wednesday, March 15, 2006 6:47 AM To:
>>> rv10-list@matronics.com Subject: Re: RE: RV10-List: Engine choice
>>> - I made my mine
>>>
>>> --> RV10-List message posted by: <dav1111@cox.net>
>>>
>>> Rhonda:
>>>
>>> With the heavy hitter, which I assume is somthing like the K
>>> model IO-540 angle valve, does the cowl need modification? Also
>>> how much heavier is the heavy hitter?
>>>
>>> Russ Daves
>>>>
>>>> From: "Rhonda Bewley" <Rhonda@bpaengines.com> Date: 2006/03/14
>>>> Tue PM 12:59:02 EST To: <rv10-list@matronics.com> Subject: RE:
>>>> RV10-List: Engine choice - I made my mine
>>>>
>>>> --> RV10-List message posted by: "Rhonda Bewley" -->
>>>> <Rhonda@BPAENGINES.com>
>>>>
>>>> Brian:
>>>>
>>>> If it's okay, I'd like to address the differences in the
>>>> IO-540s we have listed on our website and note that our site is
>>>> in the process of some serious changes, so more detail will be
>>>> on our site soon.
>>>>
>>>> The "heavy hitter" IO-540 is an angle head engine which is used
>>>> in the Extra series aircraft and some Glassair models. The
>>>> lightweight IO-540 is the parallel head version of the engine
>>>> which is used in
>>> the RV-10.
>>>>
>>>> Our cold air induction does require a cowl modification for the
>>>> RV-10, which is being developed and should be available
>>>> sometime in the 2nd quarter. We have been told that the
>>>> pricing for the new cowl will be competitive with the cowl sold
>>>> by Van's. Our cold air has been used on some Rockets with some
>>>> cowling modifications as well.
>>>>
>>>> Hope this helps clarify.
>>>>
>>>> Rhonda Barrett-Bewley Barrett Precision Engines, Inc. 2870-B N>
>>>> Sheridan Rd. Tulsa, OK 74115 (918) 835-1089 phone (918)
>>>> 835-1754 fax www.barrettprecisionengines.com
>>>>
>>>> -----Original Message----- From:
>>>> owner-rv10-list-server@matronics.com
>>>> [mailto:owner-rv10-list-server@matronics.com] On Behalf Of
>>>> Brian Sponcil Sent: Tuesday, March 14, 2006 11:33 AM To:
>>>> rv10-list@matronics.com Subject: Re: RV10-List: Engine choice -
>>>> I made my mine
>>>>
>>>> --> RV10-List message posted by: "Brian Sponcil"
>>>> <bsponcil@belinblank.org>
>>>>
>>>>
>>>> So which one did you order? The "heavy hitter" or the
>>>> "lightweight"? Also, does their cold air induction require you
>>>> to modify the cowl? Just curious....
>>>>
>>>>
>>>> -Brian
>>>>
>>>> #40497 N211BD Iowa City, IA
>>>>
>>>> ----- Original Message ----- From: "Deems Davis"
>>>> <deemsdavis@cox.net> To: <rv10-list@matronics.com> Sent:
>>>> Monday, March 13, 2006 2:02 PM Subject: RV10-List: Engine
>>>> choice - I made my mine
>>>>
>>>>
>>>>> --> RV10-List message posted by: Deems Davis
>>>>> <deemsdavis@cox.net>
>>>>>
>>>>> After getting a lot of input from the Matronics board, and
>>>>> talking off
>>>>
>>>>> line to several people. I made my engine choice and today I
>>>>> placed my
>>>>
>>>>> order with Allen Barrett of BPA Engines
>>>>> http://www.bpaengines.com/ .
>>>> The
>>>>> timing of my decision was based on the price increase for the
>>>>> overhaul
>>>>
>>>>> kits from Lycoming in 1 or 2 days. I already saw one price
>>>>> increase
>>>> and
>>>>> want to avoid another. BPA is a respected engine builder
>>>>> they use the
>>>> kit
>>>>> from Lycoming, similar to Aero Sport and Mattituck, only they
>>>>> do some extras eg. porting and flow matching, custom paint,
>>>>> dynamically
>>>> balancing
>>>>> the rotating parts to a much stricter tolerance than others.
>>>>> (Others
>>>> will
>>>>> do this but for extra fees).Then they do something unique,
>>>>> they run
>>>> your
>>>>> engine on their dyno for 1 1/2 hours with a minute by minute
>>>>> printout
>>>> that
>>>>> you get. Their attitude is that they believe this is the only
>>>>> way to
>>>> build
>>>>> an engine and they won't build it otherwise. they'd rather
>>>>> let
>>>> business
>>>>> go to other shops than build to a lower standard. I think
>>>>> that speaks
>>>> tons
>>>>> to the mindset and attitude/culture that governs the way they
>>>>> operate.
>>>>
>>>>> They also do Kirby Chamblis, and Patty Wagstaff's engines as
>>>>> well.
>>>> Allen
>>>>> Barrett made a personal call to me to answer all of my
>>>>> questions and
>>>> was
>>>>> extremely professional. As one person said "picking an engine
>>>>> is a
>>>> painful
>>>>> experience" and each individual decision is governed by what
>>>>> is most important to that person. In this case BPA met my
>>>>> criteria and I'm
>>>> happy
>>>>> with the decision. Thanks again to all who contributed
>>>>> knowledge and information to this process
>>>>>
>>>>> Deems Davis # 406 Fuse http://deemsrv10.com/
>>>>>
>>>>>
>>>>>
>>>>>
>>>>> http://www.matronics.com/Navigator?RV10-List
>>>>>
>>>>>
>>>>>
>>>>>
>>>>>
>>>>>
>>>>>
>>>>>
>>>>>
>>>>>
>>>>>
>>>>
>>>>
>>>>
>>>>
>>>>
>>>>
>>>>
>>>>
>>>>
>>>>
>>>>
>>>>
>>>>
>>>>
>>>>
>>>>
>>>>
>>>>
>>>>
>>>>
>>>>
>>>>
>>>>
>>>>
>>>>
>>>>
>>>>
>>>>
>>>
>>>
>>>
>>>
>>> ==================================== RV10-List Email Forum -
>>> more: bsp;
>>>
>> ">http://www.matronics.com/Nav
>> igator?RV10-List
>>> ==================================== bsp; - List Contribution Web
>>> Site - bsp; -Matt Dralle, List Admin.
>>>
>> ">http://www.matronics.com/contributi
>> on
>>> ====================================
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>
>>
>>
>>
>>
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Message 22
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| Subject: | Lycoming question? |
--> RV10-List message posted by: "John W. Cox" <johnwcox@pacificnw.com>
I will look for the copy of the final decision to clarify the point.
Think it was back in August. As I remember the suit. Lycoming sued
their manufacturer/supplier of choice for production of OEM crankshafts.
Lycoming required a post machining, hardness finish which the vendor
stated would not work. Crankshafts failed, people died, Lycoming sued
their supplier. The defendant (crankshaft maker)won relief, Texas
jurors did not understand the technology, the settlement was almost in
the 3 digit millions... 89 as I remember. It is under appeal. No
kidding!
Life is always about trade-offs. Lycoming is passing the learning
experience on to those who use these cranks. The FAA is dealing with the
issue with a series of Service Bulletins affecting a large mass of
Lycoming owners.
George Braly of GAMI makes a living of teaching pilots how to caress
their internal combustion aircraft engines. His Prism system once FAA
approved should be a big step. Running LOP is another. Lycoming has
the advantage of sodium filled valves which are not present on TCMs.
They are a good company, quality product.... know the tradeoffs. "Don't
Hot Rod".
John $00.02
Do not Archive
-----Original Message-----
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of John Gonzalez
Sent: Wednesday, March 15, 2006 9:42 AM
Subject: RV10-List: Lycoming question?
--> RV10-List message posted by: "John Gonzalez"
<indigoonlatigo@msn.com>
A question from a not so well read builder...I know it happened, but I
never
learned of the reason why those crankshafts on the Lycomings had bent.
After so many years of producing these engines without problems, why did
it
happen.
Also, thank you Kelly M for your great email discussing the differences
between rebuilds and overhauls. I did no know that Lyco had sourced out
the
production of their parts.
Is it normal to have a lot of anxiety about buying an aircraft engine
which
almost cost what houses used to cost and then having to buy one half the
houses again in a few years?
Also, will these engines be able to burn 91 octane or is there a
compression
specification that needs to be orderred with the engine.
Sorry in advance, I am sure I am going to get thrashed on this post.
Too much time between patients.
DO Not Archive
John G.
Message 23
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|
| Subject: | Lycoming question? |
Depending on who you ask, Textron or their subcontractor that made the cranks,
they were either not made to spec or the formula for the metallurgy was changed.
Either way we got screwed. Glade the FAA's PMA and process for certification
protects us so well.
Running the 8.5:1 pistons and a carb you can probably get away with Mogas. I
wouldn't do it with injected or high compression.
Michael Sausen
RV-10 #352 Working on Fuselage
Do Not Archive
-----Original Message-----
From: owner-rv10-list-server@matronics.com [mailto:owner-rv10-list-server@matronics.com] On Behalf Of John Gonzalez
Sent: Wednesday, March 15, 2006 11:42 AM
Subject: RV10-List: Lycoming question?
--> RV10-List message posted by: "John Gonzalez"
--> <indigoonlatigo@msn.com>
A question from a not so well read builder...I know it happened, but I never learned
of the reason why those crankshafts on the Lycomings had bent.
After so many years of producing these engines without problems, why did it happen.
Also, thank you Kelly M for your great email discussing the differences between
rebuilds and overhauls. I did no know that Lyco had sourced out the production
of their parts.
Is it normal to have a lot of anxiety about buying an aircraft engine which almost
cost what houses used to cost and then having to buy one half the houses again
in a few years?
Also, will these engines be able to burn 91 octane or is there a compression specification
that needs to be orderred with the engine.
Sorry in advance, I am sure I am going to get thrashed on this post.
Too much time between patients.
DO Not Archive
John G.
=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D
=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D
=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D
Message 24
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|
| Subject: | Engine choice - Weight & Balance |
--> RV10-List message posted by: "John W. Cox" <johnwcox@pacificnw.com>
6.4807 pounds per horsepower. Now if we could get six RV-10s all flying
to Sun N' Fun '06 to cruise at the exact altitude, in the same
direction, at the same time with identical MP/RPM we could get a
shootout on similarities. If I am not mistaken, Aerosport gives
customers a printout of the actual HP provided by the dyno "On reman".
Wouldn't it be great of the other 26 flying RV-10s would please step
forward with weight and hp or the final number for a "Fair and Balanced"
evaluation on this forum?
In that same regard if we increased N104CD's weight by another 45
pounds, hence 1730+ pounds forward = balanced by that depleted uranium
tie down aft. We could do a similar comparison and then duke it out with
the AeroComp/MT/Hartzell crowd for RV-10 supremacy.
Add a turbo-normalized engine for High Altitude Idaho strips with.....
Oh that's right... that is Hot Rodding.
John - KUAO
-----Original Message-----
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Tim Olson
Sent: Wednesday, March 15, 2006 10:20 AM
Subject: Re: RV10-List: Engine choice - Weight & Balance
--> RV10-List message posted by: Tim Olson <Tim@MyRV10.com>
Weight is 1685. Arm is 108.67 with the range being
107.84 - 116.24. The moment is 183104.25.
Message 25
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| Subject: | Lycoming question? |
--> RV10-List message posted by: Kelly McMullen <kellym@aviating.com>
A few points. The Texas jury undoubtedly was presented as much
technology as both sides chose to present. Whether they understood it
or not is probably irrelevant, they believed the defense side. IIRC, it
was Lycoming that changed the actual alloy content of their specs, and
that the same supplier had made cranks for them previously with no
problem. Lycoming alleged that the heat treatment was improper, the
defendent convinced the jury the alloy specs were at fault.
Lycoming, however, paid for all the 6 cylinder crankshaft replacements,
while they are only offering $2K towards the 4 cylinder crankshaft
replacements.
I'd say they "were" a good company. Today, I expect they are dominated
by their corporate conglomerate management. Their 4 cylinder engines
from the 90s have a really bad history of cam and lifter failures at
mid-TBO or less.
Please explain the sodium valve advantage. The only two differences are
that more heat is transferred to the valve guide, rather than passing
the heat through the valve seat, and being hollow the valve stem is
weaker. It is Lycoming that requires the SB388 for valve wobble and
sticking valves. On some of their turbocharged engines they had to
retrofit oil cooling to the valve guides to make them live. I don't
know if they have ever solved the low engine life on the Piper Mirages.
Only the low power continentals seem to have valve problems...not that
they don't have their own other issues. JMHO
KM
A&P
DO NOT ARCHIVE
Quoting "John W. Cox" <johnwcox@pacificnw.com>:
> --> RV10-List message posted by: "John W. Cox" <johnwcox@pacificnw.com>
>
> I will look for the copy of the final decision to clarify the point.
> Think it was back in August. As I remember the suit. Lycoming sued
> their manufacturer/supplier of choice for production of OEM crankshafts.
> Lycoming required a post machining, hardness finish which the vendor
> stated would not work. Crankshafts failed, people died, Lycoming sued
> their supplier. The defendant (crankshaft maker)won relief, Texas
> jurors did not understand the technology, the settlement was almost in
> the 3 digit millions... 89 as I remember. It is under appeal. No
> kidding!
>
> Life is always about trade-offs. Lycoming is passing the learning
> experience on to those who use these cranks. The FAA is dealing with the
> issue with a series of Service Bulletins affecting a large mass of
> Lycoming owners.
>
> George Braly of GAMI makes a living of teaching pilots how to caress
> their internal combustion aircraft engines. His Prism system once FAA
> approved should be a big step. Running LOP is another. Lycoming has
> the advantage of sodium filled valves which are not present on TCMs.
> They are a good company, quality product.... know the tradeoffs. "Don't
> Hot Rod".
>
> John $00.02
> Do not Archive
>
Message 26
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|
| Subject: | Engine choice - I made my mine (what is this costing ??) |
Give BPE a call and have a chat with Allen or Rhonda. I think you will find it
worth while and well less than 50k.
Michael Sausen
RV-10 #352 Working on Fuselage
Do Not Archive
-----Original Message-----
From: owner-rv10-list-server@matronics.com [mailto:owner-rv10-list-server@matronics.com] On Behalf Of Condon, Philip M.
Sent: Wednesday, March 15, 2006 10:31 AM
Subject: RV10-List: Engine choice - I made my mine (what is this costing ??)
--> RV10-List message posted by: "Condon, Philip M." <pcondon@mitre.org>
Can anyone give the costs for these engines from Barrett. A new kit from Lycoming
is 43,375.00$. Cold air and Hi Comp. pistons runs the cost up to 50,000.00$
With shipping and other options the price is well north of 50,000.00$. Is my
math right ??
=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D
=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D
=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D
Message 27
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|
| Subject: | master switch LED |
This sounds like the easiest solution. Of course using a shutdown checklist is
the best way to avoid it. ;-)
Michael Sausen
RV-10 #352 Working on Fuselage
Do Not Archive
-----Original Message-----
From: owner-rv10-list-server@matronics.com [mailto:owner-rv10-list-server@matronics.com] On Behalf Of Stewart, Michael (ISS Atlanta)
Sent: Wednesday, March 15, 2006 9:34 AM
Subject: RE: RV10-List: master switch LED
--> RV10-List message posted by: "Stewart, Michael (ISS Atlanta)"
--> <mstewart@iss.net>
You can use your alternator idiot light for the same purpose.
When the engine is stopped and the master is on, the alt light will tell you the
master is on. Has saved me more than once.
Works for me.
You can see the result here:
http://www2.mstewart.net:8080/super8/panel/index.htm
Enjoy
Mike
>
> I am wanting to put an LED on the panel that Hill inform us when the
> Master switch is on and the plane is off. We have left the Master
> switch on several times to the tune of a dead battery when we get back
> to the plane.
> Is there a way to wire the ground of the LED through the start switch
> so that it will get power when the Master is on, but won't ground
> until the ignition switch is in the off position?
>
>
=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D
=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D
=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D
Message 28
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| Subject: | flap gap fairing attachment on QB wings |
The QB wings, at least mine, came with the inboard lower skin (W-1004 L & R) riveted
in place. Makes it a little hard to run the conduits for the wiring but
makes it impossible to attach the flap fairing to the rear spar, at least using
the rivets called for in the plans. Damn!!! What do I do? Remove the skin
or use pop rivets? Jay Rowe #40301
Message 29
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|
| Subject: | Re: Engine choice - Weight & Balance |
--> RV10-List message posted by: LarryRosen@comcast.net
Tim,
Thanks for this information. It will be helpful in planning locations for aux
battery location, etc.
Larry Rosen
-------------- Original message ----------------------
From: Tim Olson <Tim@MyRV10.com>
> --> RV10-List message posted by: Tim Olson <Tim@MyRV10.com>
>
>
> Weight is 1685. Arm is 108.67 with the range being
> 107.84 - 116.24. The moment is 183104.25.
> The weight should be pretty good. I loaded it up
> with everything that was going to be with the plane...
> carpets, seats, fire extinguisher, the works. The
> confusing thing to me is that one main was about 15lbs
> heavier than the other, so I question how closely it was
> leveled side to side. Throughout the build, I did not
> put any priority to weight at all, but all into
> functionality, comfort, soundproofing, electrical backup,
> and reliability. So none of the components were chosen
> for low weight. I knew the plane had lots of power, and
> 2100-2200 fpm alone show me that it does just fine.
> I have set the gross wt. at 2800 after doing stall
> and climb testing at gross, so that makes up for the loss
> in useful load. Seldom will I be near that weight anyway,
> but at least the ramp checks will always go smoothly.
>
> Tim
>
> Tim Olson - RV-10 N104CD - Flying
> do not archive
>
> LarryRosen@comcast.net wrote:
> > --> RV10-List message posted by: LarryRosen@comcast.net
> >
> > Tim, I know asking someone's weight is a sensitive subject :-) But
> > would you mind sharing your weight and balance data with the group.
> >
> > Larry Rosen
> >
> > -------------- Original message ---------------------- From: Tim
> > Olson <Tim@MyRV10.com>
> >> --> RV10-List message posted by: Tim Olson <Tim@MyRV10.com>
> >>
> >> I forgot to mention this....
> >>
> >> After flying my RV-10, with the large aux battery array under the
> >> rear passenger knees, and the larger PC925 battery in the rear, I
> >> no longer consider my RV-10 nose-heavy. My W&B's came out in such
> >> a way that I really can't get it out of forward CG. I can get it
> >> out of aft CG though, so the standard planning is needed for
> >> loading it up. I was worried about the nose-heaviness in the past.
> >> It's just nice to see it's a non-issue as my plane came out. Of
> >> course, mine is no skinny minnie.
> >>
> >> Tim Olson - RV-10 N104CD - Flying do not archive
> >>
> >>
> >> RV Builder (Michael Sausen) wrote:
> >>> Russ,
> >>>
> >>> It is my understanding that the angle valve requires significant
> >>> cowl modification and is considered too heavy for the -10.
> >>> Besides cowl changes you will have to beef up the structure to
> >>> handle it. In difference to my friends out there that take
> >>> exception to the idea that the -10 is nose heavy, this will make
> >>> it very nose heavy. It's really not recommended but it is
> >>> experimental after all. :-)
> >>>
> >>>
> >>> Michael Sausen RV-10 #352 Working on Fuselage Do Not Archive
> >>>
> >>>
> >>> -----Original Message----- From:
> >>> owner-rv10-list-server@matronics.com
> >>> [mailto:owner-rv10-list-server@matronics.com] On Behalf Of
> >>> dav1111@cox.net Sent: Wednesday, March 15, 2006 6:47 AM To:
> >>> rv10-list@matronics.com Subject: Re: RE: RV10-List: Engine choice
> >>> - I made my mine
> >>>
> >>> --> RV10-List message posted by: <dav1111@cox.net>
> >>>
> >>> Rhonda:
> >>>
> >>> With the heavy hitter, which I assume is somthing like the K
> >>> model IO-540 angle valve, does the cowl need modification? Also
> >>> how much heavier is the heavy hitter?
> >>>
> >>> Russ Daves
> >>>>
> >>>> From: "Rhonda Bewley" <Rhonda@bpaengines.com> Date: 2006/03/14
> >>>> Tue PM 12:59:02 EST To: <rv10-list@matronics.com> Subject: RE:
> >>>> RV10-List: Engine choice - I made my mine
> >>>>
> >>>> --> RV10-List message posted by: "Rhonda Bewley" -->
> >>>> <Rhonda@BPAENGINES.com>
> >>>>
> >>>> Brian:
> >>>>
> >>>> If it's okay, I'd like to address the differences in the
> >>>> IO-540s we have listed on our website and note that our site is
> >>>> in the process of some serious changes, so more detail will be
> >>>> on our site soon.
> >>>>
> >>>> The "heavy hitter" IO-540 is an angle head engine which is used
> >>>> in the Extra series aircraft and some Glassair models. The
> >>>> lightweight IO-540 is the parallel head version of the engine
> >>>> which is used in
> >>> the RV-10.
> >>>>
> >>>> Our cold air induction does require a cowl modification for the
> >>>> RV-10, which is being developed and should be available
> >>>> sometime in the 2nd quarter. We have been told that the
> >>>> pricing for the new cowl will be competitive with the cowl sold
> >>>> by Van's. Our cold air has been used on some Rockets with some
> >>>> cowling modifications as well.
> >>>>
> >>>> Hope this helps clarify.
> >>>>
> >>>> Rhonda Barrett-Bewley Barrett Precision Engines, Inc. 2870-B N>
> >>>> Sheridan Rd. Tulsa, OK 74115 (918) 835-1089 phone (918)
> >>>> 835-1754 fax www.barrettprecisionengines.com
> >>>>
> >>>> -----Original Message----- From:
> >>>> owner-rv10-list-server@matronics.com
> >>>> [mailto:owner-rv10-list-server@matronics.com] On Behalf Of
> >>>> Brian Sponcil Sent: Tuesday, March 14, 2006 11:33 AM To:
> >>>> rv10-list@matronics.com Subject: Re: RV10-List: Engine choice -
> >>>> I made my mine
> >>>>
> >>>> --> RV10-List message posted by: "Brian Sponcil"
> >>>> <bsponcil@belinblank.org>
> >>>>
> >>>>
> >>>> So which one did you order? The "heavy hitter" or the
> >>>> "lightweight"? Also, does their cold air induction require you
> >>>> to modify the cowl? Just curious....
> >>>>
> >>>>
> >>>> -Brian
> >>>>
> >>>> #40497 N211BD Iowa City, IA
> >>>>
> >>>> ----- Original Message ----- From: "Deems Davis"
> >>>> <deemsdavis@cox.net> To: <rv10-list@matronics.com> Sent:
> >>>> Monday, March 13, 2006 2:02 PM Subject: RV10-List: Engine
> >>>> choice - I made my mine
> >>>>
> >>>>
> >>>>> --> RV10-List message posted by: Deems Davis
> >>>>> <deemsdavis@cox.net>
> >>>>>
> >>>>> After getting a lot of input from the Matronics board, and
> >>>>> talking off
> >>>>
> >>>>> line to several people. I made my engine choice and today I
> >>>>> placed my
> >>>>
> >>>>> order with Allen Barrett of BPA Engines
> >>>>> http://www.bpaengines.com/ .
> >>>> The
> >>>>> timing of my decision was based on the price increase for the
> >>>>> overhaul
> >>>>
> >>>>> kits from Lycoming in 1 or 2 days. I already saw one price
> >>>>> increase
> >>>> and
> >>>>> want to avoid another. BPA is a respected engine builder
> >>>>> they use the
> >>>> kit
> >>>>> from Lycoming, similar to Aero Sport and Mattituck, only they
> >>>>> do some extras eg. porting and flow matching, custom paint,
> >>>>> dynamically
> >>>> balancing
> >>>>> the rotating parts to a much stricter tolerance than others.
> >>>>> (Others
> >>>> will
> >>>>> do this but for extra fees).Then they do something unique,
> >>>>> they run
> >>>> your
> >>>>> engine on their dyno for 1 1/2 hours with a minute by minute
> >>>>> printout
> >>>> that
> >>>>> you get. Their attitude is that they believe this is the only
> >>>>> way to
> >>>> build
> >>>>> an engine and they won't build it otherwise. they'd rather
> >>>>> let
> >>>> business
> >>>>> go to other shops than build to a lower standard. I think
> >>>>> that speaks
> >>>> tons
> >>>>> to the mindset and attitude/culture that governs the way they
> >>>>> operate.
> >>>>
> >>>>> They also do Kirby Chamblis, and Patty Wagstaff's engines as
> >>>>> well.
> >>>> Allen
> >>>>> Barrett made a personal call to me to answer all of my
> >>>>> questions and
> >>>> was
> >>>>> extremely professional. As one person said "picking an engine
> >>>>> is a
> >>>> painful
> >>>>> experience" and each individual decision is governed by what
> >>>>> is most important to that person. In this case BPA met my
> >>>>> criteria and I'm
> >>>> happy
> >>>>> with the decision. Thanks again to all who contributed
> >>>>> knowledge and information to this process
> >>>>>
> >>>>> Deems Davis # 406 Fuse http://deemsrv10.com/
> >>>>>
> >>>>>
> >>>>>
> >>>>>
> >>>>> http://www.matronics.com/Navigator?RV10-List
> >>>>>
> >>>>>
> >>>>>
> >>>>>
> >>>>>
> >>>>>
> >>>>>
> >>>>>
> >>>>>
> >>>>>
> >>>>>
> >>>>
> >>>>
> >>>>
> >>>>
> >>>>
> >>>>
> >>>>
> >>>>
> >>>>
> >>>>
> >>>>
> >>>>
> >>>>
> >>>>
> >>>>
> >>>>
> >>>>
> >>>>
> >>>>
> >>>>
> >>>>
> >>>>
> >>>>
> >>>>
> >>>>
> >>>>
> >>>>
> >>>>
> >>>
> >>>
> >>>
> >>>
> >>> ==================================== RV10-List Email Forum -
> >>> more: bsp;
> >>>
> >>
> ">http://www.matronics.com/Nav
> >> igator?RV10-List
> >>> ==================================== bsp; - List Contribution Web
> >>> Site - bsp; -Matt Dralle, List Admin.
> >>>
> >>
> ">http://www.matronics.com/contributi
> >> on
> >>> ====================================
> >>>
> >>>
> >>>
> >>>
> >>>
> >>>
> >>>
> >>>
> >>>
> >>
> >>
> >>
> >>
> >>
> >>
> >>
> >>
> >>
> >>
> >>
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
>
>
>
>
>
>
>
>
>
>
>
>
Message 30
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|
| Subject: | Re: flap gap fairing attachment on QB wings |
I have not attached my wings yet so i cannot answer the second part
of your question. As to running wires, I did not use a conduit but I
am still able to run wires along the entire length of the wing with
ALL the skins riveted. I can accomplish this by removing the access
plates and reaching inside the wing to run the wires - no sweat! You
do not need to fret this part.
Do not archive
rob kermanj
rv10es@earthlink.net
On Mar 15, 2006, at 4:29 PM, Jay Rowe wrote:
> The QB wings, at least mine, came with the inboard lower skin
> (W-1004 L & R) riveted in place. Makes it a little hard to run the
> conduits for the wiring but makes it impossible to attach the flap
> fairing to the rear spar, at least using the rivets called for in
> the plans. Damn!!! What do I do? Remove the skin or use pop
> rivets? Jay Rowe #40301
>
Message 31
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|
| Subject: | flap gap fairing attachment on QB wings |
Most of the rivets can be solid ones, especially if you have a flexible
bucking partner! Approx 10 were pop rivets, from memory. Should not be a
structural issue.
Regarding conduit in QB wings - I plan to fabricate a 12 inch extension for
a hole cutter - this way the snap bushing holes under the W-1004 can be
enlarged
Indran Chelvanayagam
_____
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Jay Rowe
Sent: Thursday, 16 March 2006 5:30 AM
Subject: RV10-List: flap gap fairing attachment on QB wings
The QB wings, at least mine, came with the inboard lower skin (W-1004 L & R)
riveted in place. Makes it a little hard to run the conduits for the wiring
but makes it impossible to attach the flap fairing to the rear spar, at
least using the rivets called for in the plans. Damn!!! What do I do?
Remove the skin or use pop rivets? Jay Rowe #40301
Message 32
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|
| Subject: | Re: Engine choice - Weight & Balance |
--> RV10-List message posted by: Sean Stephens <schmoboy@cox.net>
It would be very nice for the flying RV-10s to add their info here...
<http://www.rvproject.com/wab/>
Dan has created this wonderful tool for the better good of all. It
even has the ability to do sample loads by clicking on the N-Numbers
of the listed planes.
Sean #40303 (wing bottom skins)
http://rv10.stephensville.com
On Mar 15, 2006, at 2:48 PM, LarryRosen@comcast.net wrote:
> --> RV10-List message posted by: LarryRosen@comcast.net
>
> Tim,
> Thanks for this information. It will be helpful in planning
> locations for aux battery location, etc.
>
> Larry Rosen
> -------------- Original message ----------------------
> From: Tim Olson <Tim@MyRV10.com>
>> --> RV10-List message posted by: Tim Olson <Tim@MyRV10.com>
>>
>>
>> Weight is 1685. Arm is 108.67 with the range being
>> 107.84 - 116.24. The moment is 183104.25.
>> The weight should be pretty good. I loaded it up
>> with everything that was going to be with the plane...
>> carpets, seats, fire extinguisher, the works. The
>> confusing thing to me is that one main was about 15lbs
>> heavier than the other, so I question how closely it was
>> leveled side to side. Throughout the build, I did not
>> put any priority to weight at all, but all into
>> functionality, comfort, soundproofing, electrical backup,
>> and reliability. So none of the components were chosen
>> for low weight. I knew the plane had lots of power, and
>> 2100-2200 fpm alone show me that it does just fine.
>> I have set the gross wt. at 2800 after doing stall
>> and climb testing at gross, so that makes up for the loss
>> in useful load. Seldom will I be near that weight anyway,
>> but at least the ramp checks will always go smoothly.
>>
>> Tim
>>
>> Tim Olson - RV-10 N104CD - Flying
>> do not archive
>>
>> LarryRosen@comcast.net wrote:
>>> --> RV10-List message posted by: LarryRosen@comcast.net
>>>
>>> Tim, I know asking someone's weight is a sensitive subject :-) But
>>> would you mind sharing your weight and balance data with the group.
>>>
>>> Larry Rosen
>>>
>>> -------------- Original message ---------------------- From: Tim
>>> Olson <Tim@MyRV10.com>
>>>> --> RV10-List message posted by: Tim Olson <Tim@MyRV10.com>
>>>>
>>>> I forgot to mention this....
>>>>
>>>> After flying my RV-10, with the large aux battery array under the
>>>> rear passenger knees, and the larger PC925 battery in the rear, I
>>>> no longer consider my RV-10 nose-heavy. My W&B's came out in such
>>>> a way that I really can't get it out of forward CG. I can get it
>>>> out of aft CG though, so the standard planning is needed for
>>>> loading it up. I was worried about the nose-heaviness in the past.
>>>> It's just nice to see it's a non-issue as my plane came out. Of
>>>> course, mine is no skinny minnie.
>>>>
>>>> Tim Olson - RV-10 N104CD - Flying do not archive
>>>>
>>>>
>>>> RV Builder (Michael Sausen) wrote:
>>>>> Russ,
>>>>>
>>>>> It is my understanding that the angle valve requires significant
>>>>> cowl modification and is considered too heavy for the -10.
>>>>> Besides cowl changes you will have to beef up the structure to
>>>>> handle it. In difference to my friends out there that take
>>>>> exception to the idea that the -10 is nose heavy, this will make
>>>>> it very nose heavy. It's really not recommended but it is
>>>>> experimental after all. :-)
>>>>>
>>>>>
>>>>> Michael Sausen RV-10 #352 Working on Fuselage Do Not Archive
>>>>>
>>>>>
>>>>> -----Original Message----- From:
>>>>> owner-rv10-list-server@matronics.com
>>>>> [mailto:owner-rv10-list-server@matronics.com] On Behalf Of
>>>>> dav1111@cox.net Sent: Wednesday, March 15, 2006 6:47 AM To:
>>>>> rv10-list@matronics.com Subject: Re: RE: RV10-List: Engine choice
>>>>> - I made my mine
>>>>>
>>>>> --> RV10-List message posted by: <dav1111@cox.net>
>>>>>
>>>>> Rhonda:
>>>>>
>>>>> With the heavy hitter, which I assume is somthing like the K
>>>>> model IO-540 angle valve, does the cowl need modification? Also
>>>>> how much heavier is the heavy hitter?
>>>>>
>>>>> Russ Daves
>>>>>>
>>>>>> From: "Rhonda Bewley" <Rhonda@bpaengines.com> Date: 2006/03/14
>>>>>> Tue PM 12:59:02 EST To: <rv10-list@matronics.com> Subject: RE:
>>>>>> RV10-List: Engine choice - I made my mine
>>>>>>
>>>>>> --> RV10-List message posted by: "Rhonda Bewley" -->
>>>>>> <Rhonda@BPAENGINES.com>
>>>>>>
>>>>>> Brian:
>>>>>>
>>>>>> If it's okay, I'd like to address the differences in the
>>>>>> IO-540s we have listed on our website and note that our site is
>>>>>> in the process of some serious changes, so more detail will be
>>>>>> on our site soon.
>>>>>>
>>>>>> The "heavy hitter" IO-540 is an angle head engine which is used
>>>>>> in the Extra series aircraft and some Glassair models. The
>>>>>> lightweight IO-540 is the parallel head version of the engine
>>>>>> which is used in
>>>>> the RV-10.
>>>>>>
>>>>>> Our cold air induction does require a cowl modification for the
>>>>>> RV-10, which is being developed and should be available
>>>>>> sometime in the 2nd quarter. We have been told that the
>>>>>> pricing for the new cowl will be competitive with the cowl sold
>>>>>> by Van's. Our cold air has been used on some Rockets with some
>>>>>> cowling modifications as well.
>>>>>>
>>>>>> Hope this helps clarify.
>>>>>>
>>>>>> Rhonda Barrett-Bewley Barrett Precision Engines, Inc. 2870-B N>
>>>>>> Sheridan Rd. Tulsa, OK 74115 (918) 835-1089 phone (918)
>>>>>> 835-1754 fax www.barrettprecisionengines.com
>>>>>>
>>>>>> -----Original Message----- From:
>>>>>> owner-rv10-list-server@matronics.com
>>>>>> [mailto:owner-rv10-list-server@matronics.com] On Behalf Of
>>>>>> Brian Sponcil Sent: Tuesday, March 14, 2006 11:33 AM To:
>>>>>> rv10-list@matronics.com Subject: Re: RV10-List: Engine choice -
>>>>>> I made my mine
>>>>>>
>>>>>> --> RV10-List message posted by: "Brian Sponcil"
>>>>>> <bsponcil@belinblank.org>
>>>>>>
>>>>>>
>>>>>> So which one did you order? The "heavy hitter" or the
>>>>>> "lightweight"? Also, does their cold air induction require you
>>>>>> to modify the cowl? Just curious....
>>>>>>
>>>>>>
>>>>>> -Brian
>>>>>>
>>>>>> #40497 N211BD Iowa City, IA
>>>>>>
>>>>>> ----- Original Message ----- From: "Deems Davis"
>>>>>> <deemsdavis@cox.net> To: <rv10-list@matronics.com> Sent:
>>>>>> Monday, March 13, 2006 2:02 PM Subject: RV10-List: Engine
>>>>>> choice - I made my mine
>>>>>>
>>>>>>
>>>>>>> --> RV10-List message posted by: Deems Davis
>>>>>>> <deemsdavis@cox.net>
>>>>>>>
>>>>>>> After getting a lot of input from the Matronics board, and
>>>>>>> talking off
>>>>>>
>>>>>>> line to several people. I made my engine choice and today I
>>>>>>> placed my
>>>>>>
>>>>>>> order with Allen Barrett of BPA Engines
>>>>>>> http://www.bpaengines.com/ .
>>>>>> The
>>>>>>> timing of my decision was based on the price increase for the
>>>>>>> overhaul
>>>>>>
>>>>>>> kits from Lycoming in 1 or 2 days. I already saw one price
>>>>>>> increase
>>>>>> and
>>>>>>> want to avoid another. BPA is a respected engine builder
>>>>>>> they use the
>>>>>> kit
>>>>>>> from Lycoming, similar to Aero Sport and Mattituck, only they
>>>>>>> do some extras eg. porting and flow matching, custom paint,
>>>>>>> dynamically
>>>>>> balancing
>>>>>>> the rotating parts to a much stricter tolerance than others.
>>>>>>> (Others
>>>>>> will
>>>>>>> do this but for extra fees).Then they do something unique,
>>>>>>> they run
>>>>>> your
>>>>>>> engine on their dyno for 1 1/2 hours with a minute by minute
>>>>>>> printout
>>>>>> that
>>>>>>> you get. Their attitude is that they believe this is the only
>>>>>>> way to
>>>>>> build
>>>>>>> an engine and they won't build it otherwise. they'd rather
>>>>>>> let
>>>>>> business
>>>>>>> go to other shops than build to a lower standard. I think
>>>>>>> that speaks
>>>>>> tons
>>>>>>> to the mindset and attitude/culture that governs the way they
>>>>>>> operate.
>>>>>>
>>>>>>> They also do Kirby Chamblis, and Patty Wagstaff's engines as
>>>>>>> well.
>>>>>> Allen
>>>>>>> Barrett made a personal call to me to answer all of my
>>>>>>> questions and
>>>>>> was
>>>>>>> extremely professional. As one person said "picking an engine
>>>>>>> is a
>>>>>> painful
>>>>>>> experience" and each individual decision is governed by what
>>>>>>> is most important to that person. In this case BPA met my
>>>>>>> criteria and I'm
>>>>>> happy
>>>>>>> with the decision. Thanks again to all who contributed
>>>>>>> knowledge and information to this process
>>>>>>>
>>>>>>> Deems Davis # 406 Fuse http://deemsrv10.com/
>>>>>>>
>>>>>>>
>>>>>>>
>>>>>>>
>>>>>>> http://www.matronics.com/Navigator?RV10-List
>>>>>>>
>>>>>>>
>>>>>>>
>>>>>>>
>>>>>>>
>>>>>>>
>>>>>>>
>>>>>>>
>>>>>>>
>>>>>>>
>>>>>>>
>>>>>>
>>>>>>
>>>>>>
>>>>>>
>>>>>>
>>>>>>
>>>>>>
>>>>>>
>>>>>>
>>>>>>
>>>>>>
>>>>>>
>>>>>>
>>>>>>
>>>>>>
>>>>>>
>>>>>>
>>>>>>
>>>>>>
>>>>>>
>>>>>>
>>>>>>
>>>>>>
>>>>>>
>>>>>>
>>>>>>
>>>>>>
>>>>>>
>>>>>
>>>>>
>>>>>
>>>>>
>>>>> ==================================== RV10-List Email Forum -
>>>>> more: bsp;
>>>>>
>>>>
>> ">http://
>> www.matronics.com/Nav
>>>> igator?RV10-List
>>>>> ==================================== bsp; - List Contribution Web
>>>>> Site - bsp; -Matt Dralle, List Admin.
>>>>>
>>>>
>> ">http://
>> www.matronics.com/contributi
>>>> on
>>>>> ====================================
>>>>>
>>>>>
>>>>>
>>>>>
>>>>>
>>>>>
>>>>>
>>>>>
>>>>>
>>>>
>>>>
>>>>
>>>>
>>>>
>>>>
>>>>
>>>>
>>>>
>>>>
>>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>
>
Message 33
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|
| Subject: | FW: Sun-n-Fun Tool Sale! |
Sun-n-Fun Season Sale
No Florida Sales Tax - No Heavy Sacks to Carry
Due to Sun-n-Fun's <http://www.cleavelandtool.com/snfpoll.htm> display rate
increase Cleaveland Aircraft Tool will not be attending this year.
We regret not seeing everyone there and will truly miss attending.
Instead we have decided to offer special pricing from now through April 7th
2006.
There is something for everyone.
For New Builders:
When ordering our "Complete
<http://www5.mailordercentral.com/clevtool/prodinfo.asp?number=3DCOMPKIT05W>
Airframe Tool Kit" you will get $50 off,
Plus a $50 gift certificate to use on future orders,
Plus you will be entered in a drawing to win our new "Ultimate Drill
<http://www.cleavelandtool.com/upgrade.htm> Upgrade", an upgrade to the
Sioux drill in the complete kit.
For Current Builders:
When ordering $200 or more you will receive 10% off the order total,
Plus you will be entered in a drawing to win one $100 gift certificate that
will be given each week through the end of the sale.
( your name will remain in the drawing until the end of the sale so
order early )
For Completed Builders:
When ordering Canopy Covers, and Sunshades (which can be delivered in time
for your SNF trip) you will receive 20% off,
Plus a Cleaveland Tool T-Shirt.
Place your order on the web at: www.cleavelandtool.com
<http://www.cleavelandtool.com/> or by phone, discounts and drawings will
be applied when order is shipped.
Thank you,
Mike
Mike Lauritsen
Cleaveland Aircraft Tool
2225 First St.
Boone, Iowa 50036
515-432-6794
<mailto:mike@cleavelandtool.com> mike@cleavelandtool.com
Message 34
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|
| Subject: | Re: Lycoming question? |
--> RV10-List message posted by: "Brian Sponcil" <bsponcil@belinblank.org>
The 0-540-B4B5 235HP has 7.20:1 compression pistons and can be STC'd for
burning 80/87 octane auto-gas in most of the certified world with just a
placard and a 337. Still, vapor lock is the main trouble (pneumatic lock as
well) with running autofuel and that's a function of the entire system
rather than just the compression of the pistons.
I know EAA/Petersen had lots of trouble with the Mooneys and Comanches due
to autofuel boiling in the carb and thus never produced an STC for them.
That's not to say that our RV-10s would suffer the same problems, but I'm
told that the higher performance the higher the risk of vapor/pneumatic lock
when running autogas.
-Brian
#40497
N211BD
Iowa City, IA
----- Original Message -----
From: "John Gonzalez" <indigoonlatigo@msn.com>
Sent: Wednesday, March 15, 2006 11:41 AM
Subject: RV10-List: Lycoming question?
> --> RV10-List message posted by: "John Gonzalez" <indigoonlatigo@msn.com>
> A question from a not so well read builder...I know it happened, but I
> never learned of the reason why those crankshafts on the Lycomings had
> bent.
>
> After so many years of producing these engines without problems, why did
> it happen.>
>
> Also, thank you Kelly M for your great email discussing the differences
> between rebuilds and overhauls. I did no know that Lyco had sourced out
> the production of their parts.
>
> Is it normal to have a lot of anxiety about buying an aircraft engine
> which almost cost what houses used to cost and then having to buy one half
> the houses again in a few years?
>
> Also, will these engines be able to burn 91 octane or is there a
> compression specification that needs to be orderred with the engine.
>
> Sorry in advance, I am sure I am going to get thrashed on this post.
>
> Too much time between patients.
>
>
> DO Not Archive
>
>
> John G.
>
>
> http://www.matronics.com/Navigator?RV10-List
>
>
>
Message 35
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|
| Subject: | nose wheel valve stem clearance |
Just for reference , someone posted the above problem and stated that the solution
was a different wheel from Matco. I called them and got an RMA. They exchanged
my unmounted wheel with a more approriate one. Cost was $27.48 including
shipping.
Message 36
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|
| Subject: | Wiring Diagram Software |
Yes, I and 5 other guys are building 2 more down here in Ecuador to teach
some indigenous friends of ours a trade. I am having the time of my life,
although trying to explain how to rivet a nutplate in two languages beside
English is a bit of a challenge.
Do not archive.
Jesse Saint
I-TEC, Inc.
<mailto:jesse@itecusa.org> jesse@itecusa.org
<http://www.itecusa.org> www.itecusa.org
I'm in Ecuador right now and should be back in the country by the end of
May. You may call me at 352-505-1899 and leave a message that I can check
from down here. Any I-TEC questions can be directed to the I-TEC office at
352-465-4545.
_____
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of RV Builder
(Michael Sausen)
Sent: Tuesday, March 14, 2006 9:13 AM
Subject: RE: RV10-List: Wiring Diagram Software
That' interesting that it would bounce direct but not via the list as it's
going to the same address. Jesse, are you building another -10 that you
need this stuff? Also, check the Aeroelectric list for info on CAD
programs, they have had lots of discussions on that exact subject and you
should be able to find a couple of low cost solutions.
Michael Sausen
RV-10 #352 Working on Fuselage
Do Not Archive
<http://www.mykitlog.com/display_project.php?project_id=22> Recent RV-10
Build Activity
_____
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Lloyd, Daniel R.
Sent: Tuesday, March 14, 2006 7:50 AM
Subject: RE: RV10-List: Wiring Diagram Software
I did try that first and got the repeat back that it had bounced, and with
him in Ecuador, building a 10, I tried to get it to him ASAP so he was not
delayed.
I apologize to the others on the list, but it was a last ditch effort to
help Jesse down south.
Dan
_____
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of John W. Cox
Sent: Monday, March 13, 2006 10:46 PM
Subject: RE: RV10-List: Wiring Diagram Software
Dan you might have tried sending it direct to Jesse rather than world wide.
No yelling needed.
John
_____
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Lloyd, Daniel R.
Sent: Monday, March 13, 2006 10:38 AM
Subject: RE: RV10-List: Wiring Diagram Software
I know I am going to get yelled at for this, but seeing how you are way down
south here is the PDF of the wiring harness, it is 1.4mg, so should not be
too bad for the dialup guys.
Sorry before hand, but want to help a fellow RV'r out.
Dan
Do not archive
_____
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Jesse Saint
Sent: Monday, March 13, 2006 11:08 AM
Subject: RV10-List: Wiring Diagram Software
Does anybody know of a free CAD program that can import the wiring diagrams
from AeroElectric.com and edit them? Still needing the Van's wiring diagram
as well, if anybody has it.
Do not archive
Thanks.
Jesse Saint
I-TEC, Inc.
<mailto:jesse@itecusa.org> jesse@itecusa.org
<http://www.itecusa.org> www.itecusa.org
I'm in Ecuador right now and should be back in the country by the end of
May. You may call me at 352-505-1899 and leave a message that I can check
from down here. Any I-TEC questions can be directed to the I-TEC office at
352-465-4545.
Message 37
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|
| Subject: | Engine choice - I made my mine |
--> RV10-List message posted by: "Jesse Saint" <jesse@itecusa.org>
I will have to pipe in here. I know that 2,000 hrs is TBO, but that is not
when the engine needs to be overhauled. If it is flying commercially, then
it will have to be overhauled by then. However, since the -10 can't fly
commercially, we are not constrained by that. The engine we are running has
already gone over 3,500 hours before overhaul twice before we bought the
core and overhauled it with new Titan cylinders. I am hoping we can get
more than 2,000 out of it.
Do not archive.
Jesse Saint
I-TEC, Inc.
jesse@itecusa.org
www.itecusa.org
I'm in Ecuador right now and should be back in the country by the end of
May. You may call me at 352-505-1899 and leave a message that I can check
from down here. Any I-TEC questions can be directed to the I-TEC office at
352-465-4545.
-----Original Message-----
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of John Gonzalez
Sent: Tuesday, March 14, 2006 3:03 PM
Subject: RE: RV10-List: Engine choice - I made my mine
--> RV10-List message posted by: "John Gonzalez" <indigoonlatigo@msn.com>
Is your comment about 200 hrs a dissappointment because you are not flying
or is it because they already have 200hrs and only 1800 left before O.H.
There are two ways to look at the same thought.
Do not archive
John G. 409(stretching the backside of my knees for two days, after back
riveting from the inside of my tailsection turned upside down...and I am
only turning 40) Arrgh!!!!
>From: "John Jessen" <jjessen@rcn.com>
>To: <rv10-list@matronics.com>
>Subject: RE: RV10-List: Engine choice - I made my mine
>Date: Tue, 14 Mar 2006 14:25:28 -0500
>
>Let's see. My son's senior year at college vs. engine......... I'm
>thinking; I'm thinking.
>
>John Jessen
> ~328 (overwhelmed with the thought of others already having 200 hours
>on
>their RV-10. Arrgh)
>
>do not archive
>
> _____
>
>From: owner-rv10-list-server@matronics.com
>[mailto:owner-rv10-list-server@matronics.com] On Behalf Of RV Builder
>(Michael Sausen)
>Sent: Tuesday, March 14, 2006 1:41 PM
>To: rv10-list@matronics.com
>Subject: RE: RV10-List: Engine choice - I made my mine
>
>
> This is almost the exact same configuration I'm going with except also
>added are dual LSE III Ignitions and a Airflow Performance FM-200. For
>those interested in the details here is the whole description:
>
>IO-540-X engine built from New Lycoming Kit No. 05J23544 with high pressure
>fuel pump. 9.0:1 compression pistons, AFP FM200 fuel system, new Champion
>spark plugs, Dual LSE III, new lightweight Skytec starter, all engine
>fittings and silicone rocker box cover gaskets. All components will be
>dimensionally inspected to ensure that they meet New Parts Limits, the
>cylinders will be ported and flow matched including a three angle cut on
>the
>seat to ensure proper valve-to-seat geometry. The engine will be painted
>your choice of color (you can let me know your color choice later). The
>rotating assembly will be dynamically balanced. After assembly, the engine
>will be run in our in house dynamometer for 1.5 hours (a copy of which will
>be provided to you) and foam crated for secure shipment.
>
>Just a note on the 9:1 pistons, Allen says they will not affect TBO but the
>9.5:1 will. Anyway, off to right the check. Yikes! :-)
>
>Michael Sausen
>RV-10 #352 Working on Fuselage
>Do Not Archive
>
>-----Original Message-----
>From: owner-rv10-list-server@matronics.com
>[mailto:owner-rv10-list-server@matronics.com] On Behalf Of
>LarryRosen@comcast.net
>Sent: Tuesday, March 14, 2006 12:09 PM
>To: rv10-list@matronics.com
>Subject: Re: RV10-List: Engine choice - I made my mine
>
>--> RV10-List message posted by: LarryRosen@comcast.net
>
>I also going the group and placed an order for my engine from BPE. I got
>the light weight which is the IO-540X parallel valve engine. I did not get
>the cold air induction. I did get 9:1 compression and the chrome options.
>I will decide later on my ignition option.
>
>It sure would be nice if the emag / pmag for a 540 was announced at
>sun-n-fun.
>
>Larry Rosen
>
> -------------- Original message ----------------------
>From: "Brian Sponcil" <bsponcil@belinblank.org>
> > --> RV10-List message posted by: "Brian Sponcil"
> > --> <bsponcil@belinblank.org>
> >
> >
> > So which one did you order? The "heavy hitter" or the "lightweight"?
> > Also, does their cold air induction require you to modify the cowl?
> > Just curious....
> >
> >
> > -Brian
> >
> > #40497
> > N211BD
> > Iowa City, IA
> >
> > ----- Original Message -----
> > From: "Deems Davis" <deemsdavis@cox.net>
> > To: <rv10-list@matronics.com>
> > Sent: Monday, March 13, 2006 2:02 PM
> > Subject: RV10-List: Engine choice - I made my mine
> >
> >
> > > --> RV10-List message posted by: Deems Davis <deemsdavis@cox.net>
> > >
> > > After getting a lot of input from the Matronics board, and talking
> > > off line to several people. I made my engine choice and today I
> > > placed my order with Allen Barrett of BPA Engines
> > > http://www.bpaengines.com/ . The timing of my decision was based on
> > > the price increase for the overhaul kits from Lycoming in 1 or 2
> > > days. I already saw one price increase and want to avoid another.
> > > BPA is a respected engine builder they use the kit from Lycoming,
> > > similar to Aero Sport and Mattituck, only they do some extras eg.
> > > porting and flow matching, custom paint, dynamically balancing the
> > > rotating parts to a much stricter tolerance than others. (Others
> > > will do this but for extra fees).Then they do something unique, they
> > > run your engine on their dyno for 1 1/2 hours with a minute by
> > > minute printout that you get. Their attitude is that they believe
> > > this is the only way to build an engine and they won't build it
> > > otherwise. they'd rather let business go to other shops than build to
>a
>lower standard. I think that speaks tons to the mindset and
>attitude/culture
>that governs the way they operate.
> > > They also do Kirby Chamblis, and Patty Wagstaff's engines as well.
> > > Allen Barrett made a personal call to me to answer all of my
> > > questions and was extremely professional. As one person said
> > > "picking an engine is a painful experience" and each individual
> > > decision is governed by what is most important to that person. In
> > > this case BPA met my criteria and I'm happy with the decision.
> > > Thanks again to all who contributed knowledge and information to
> > > this process
> > >
> > > Deems Davis # 406
> > > Fuse
> > > http://deemsrv10.com/
> > >
> > >
> > >
> > >
> > > http://www.matronics.com/Navigator?RV10-List
> > >
> > >
> > >
> > >
> > >
> > >
> > >
> > >
> > >
> > >
> > >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
>
>
>====================================
>RV10-List Email Forum -
>more:
>bsp;
>">http://www.matronics.co
m
>/Navigator?RV10-List
>====================================
>bsp; - List Contribution Web Site -
>bsp; -Matt Dralle, List Admin.
>">http://www.matronics.com/contr
i
>bution
>====================================
>
>
Message 38
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|
--> RV10-List message posted by: "Jesse Saint" <jesse@itecusa.org>
If you could get one that would go 90 degrees and leave the filter sticking
up vertically, that would be a good way to go. Other than that, I don't
know which one we have. The filter is a bit of a pain to get on and off,
and torque.
Jesse Saint
I-TEC, Inc.
jesse@itecusa.org
www.itecusa.org
I'm in Ecuador right now and should be back in the country by the end of
May. You may call me at 352-505-1899 and leave a message that I can check
from down here. Any I-TEC questions can be directed to the I-TEC office at
352-465-4545.
-----Original Message-----
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Sam Marlow
Sent: Tuesday, March 14, 2006 4:01 PM
Subject: RV10-List: Oil Filler
--> RV10-List message posted by: Sam Marlow <sam.marlow@adelphia.net>
I'm getting ready to build my IO540, and have a question as to which
part number Oil Filler to use. Lycoming has about four different P/N's
for the IO540, narrow deck. For those of you who have installed your
cowling, which one works best, or if you had it to do over again, would
you use? The choices are as follows, 4-1/2", 6-5/16", 2-11/16",or
2-3/16". Maybe someone could just measure theirs, it would be a big help!
Sam Marlow
Still working on the fuse!
Message 39
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|
| Subject: | Re: RV10-List RV-10 propeller test? |
Hi Ahn,
How about free gas for the testing, and most expenses are negotiable to get
the testing accomplished.
I'll have the MT Propeller. You bring the RV-10 with the Hartzell propeller.
Regards,
Jim Ayers
In a message dated 03/14/2006 12:22:16 PM Pacific Standard Time,
wvu@ameritel.net writes:
It appears that the data are worth nothing to MT. Throw me a bone!
Anh
#141
Message 40
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|
| Subject: | Re: FW: Sun-n-Fun Tool Sale! |
In a message dated 3/15/2006 4:47:02 PM Central Standard Time,
mike@cleavelandtool.com writes:
Sun-n-Fun Season Sale
No Florida Sales Tax - No Heavy Sacks to Carry
Due to Sun-n-Fun=E2=80=99s display rate increase Cleaveland Aircraft Tool will
not be
attending this year.
We regret not seeing everyone there and will truly miss attending.
Instead we have decided to offer special pricing from now through April 7th
2006.
There is something for everyone=E2=80=A6
For New Builders:
When ordering our =E2=80=9CComplete Airframe Tool Kit=E2=80=9D you will get=20$50
off,
Plus a $50 gift certificate to use on future orders,
Plus you will be entered in a drawing to win our new =E2=80=9CUltimate Drill Upgrade=E2=80=9D
, an upgrade to the Sioux drill in the complete kit.
For Current Builders:
When ordering $200 or more you will receive 10% off the order total,
Plus you will be entered in a drawing to win one $100 gift certificate that
will be given each week through the end of the sale.
( your name will remain in the drawing until the end of the sale so order
early )
For Completed Builders:
When ordering Canopy Covers, and Sunshades (which can be delivered in time
for your SNF trip) you will receive 20% off,
Plus a Cleaveland Tool T-Shirt.
Place your order on the web at: http://www.cleavelandtool.com/ or by phone,
discounts and drawings will be applied when order is shipped.
Thank you,
Mike
Mike Lauritsen
Cleaveland Aircraft Tool
2225 First St.
Boone, Iowa 50036
515-432-6794
mike@cleavelandtool.com
Hey Mike.
How about the discount off of my RV-10 cover I just had delivered this past
week?
John Miller
Message 41
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|
| Subject: | Engine choice - I made my mine |
--> RV10-List message posted by: "John Gonzalez" <indigoonlatigo@msn.com>
This is an interesting point. In flying past the indicated O.H. time, what
method do you use to monitor the engines health as in electronics in the
cabin while flying.
How often do you get the compression and other things tested(monthly) or
visually verified as okay, inorder to continue feeling confident that the
motor will get you to your indicated target.
it wouldn't be so bad if you were flying circles around the airport but what
about....?
Just asking.
John Gonzalez
DO not Archive
>From: "Jesse Saint" <jesse@itecusa.org>
>To: <rv10-list@matronics.com>
>Subject: RE: RV10-List: Engine choice - I made my mine
>Date: Wed, 15 Mar 2006 19:55:39 -0500
>
>--> RV10-List message posted by: "Jesse Saint" <jesse@itecusa.org>
>
>I will have to pipe in here. I know that 2,000 hrs is TBO, but that is not
>when the engine needs to be overhauled. If it is flying commercially, then
>it will have to be overhauled by then. However, since the -10 can't fly
>commercially, we are not constrained by that. The engine we are running
>has
>already gone over 3,500 hours before overhaul twice before we bought the
>core and overhauled it with new Titan cylinders. I am hoping we can get
>more than 2,000 out of it.
>
>Do not archive.
>
>Jesse Saint
>I-TEC, Inc.
>jesse@itecusa.org
>www.itecusa.org
>
>I'm in Ecuador right now and should be back in the country by the end of
>May. You may call me at 352-505-1899 and leave a message that I can check
>from down here. Any I-TEC questions can be directed to the I-TEC office at
>352-465-4545.
>
>-----Original Message-----
>From: owner-rv10-list-server@matronics.com
>[mailto:owner-rv10-list-server@matronics.com] On Behalf Of John Gonzalez
>Sent: Tuesday, March 14, 2006 3:03 PM
>To: rv10-list@matronics.com
>Subject: RE: RV10-List: Engine choice - I made my mine
>
>--> RV10-List message posted by: "John Gonzalez" <indigoonlatigo@msn.com>
>
>Is your comment about 200 hrs a dissappointment because you are not flying
>or is it because they already have 200hrs and only 1800 left before O.H.
>
>There are two ways to look at the same thought.
>
>Do not archive
>
>John G. 409(stretching the backside of my knees for two days, after back
>riveting from the inside of my tailsection turned upside down...and I am
>only turning 40) Arrgh!!!!
>
>
> >From: "John Jessen" <jjessen@rcn.com>
> >To: <rv10-list@matronics.com>
> >Subject: RE: RV10-List: Engine choice - I made my mine
> >Date: Tue, 14 Mar 2006 14:25:28 -0500
> >
> >Let's see. My son's senior year at college vs. engine......... I'm
> >thinking; I'm thinking.
> >
> >John Jessen
> > ~328 (overwhelmed with the thought of others already having 200 hours
> >on
> >their RV-10. Arrgh)
> >
> >do not archive
> >
> > _____
> >
> >From: owner-rv10-list-server@matronics.com
> >[mailto:owner-rv10-list-server@matronics.com] On Behalf Of RV Builder
> >(Michael Sausen)
> >Sent: Tuesday, March 14, 2006 1:41 PM
> >To: rv10-list@matronics.com
> >Subject: RE: RV10-List: Engine choice - I made my mine
> >
> >
> >
> > This is almost the exact same configuration I'm going with except also
> >added are dual LSE III Ignitions and a Airflow Performance FM-200. For
> >those interested in the details here is the whole description:
> >
> >IO-540-X engine built from New Lycoming Kit No. 05J23544 with high
>pressure
> >fuel pump. 9.0:1 compression pistons, AFP FM200 fuel system, new
>Champion
> >spark plugs, Dual LSE III, new lightweight Skytec starter, all engine
> >fittings and silicone rocker box cover gaskets. All components will be
> >dimensionally inspected to ensure that they meet New Parts Limits, the
> >cylinders will be ported and flow matched including a three angle cut on
> >the
> >seat to ensure proper valve-to-seat geometry. The engine will be painted
> >your choice of color (you can let me know your color choice later). The
> >rotating assembly will be dynamically balanced. After assembly, the
>engine
> >will be run in our in house dynamometer for 1.5 hours (a copy of which
>will
> >be provided to you) and foam crated for secure shipment.
> >
> >Just a note on the 9:1 pistons, Allen says they will not affect TBO but
>the
> >9.5:1 will. Anyway, off to right the check. Yikes! :-)
> >
> >Michael Sausen
> >RV-10 #352 Working on Fuselage
> >Do Not Archive
> >
> >-----Original Message-----
> >From: owner-rv10-list-server@matronics.com
> >[mailto:owner-rv10-list-server@matronics.com] On Behalf Of
> >LarryRosen@comcast.net
> >Sent: Tuesday, March 14, 2006 12:09 PM
> >To: rv10-list@matronics.com
> >Subject: Re: RV10-List: Engine choice - I made my mine
> >
> >--> RV10-List message posted by: LarryRosen@comcast.net
> >
> >I also going the group and placed an order for my engine from BPE. I got
> >the light weight which is the IO-540X parallel valve engine. I did not
>get
> >the cold air induction. I did get 9:1 compression and the chrome
>options.
> >I will decide later on my ignition option.
> >
> >It sure would be nice if the emag / pmag for a 540 was announced at
> >sun-n-fun.
> >
> >Larry Rosen
> >
> > -------------- Original message ----------------------
> >From: "Brian Sponcil" <bsponcil@belinblank.org>
> > > --> RV10-List message posted by: "Brian Sponcil"
> > > --> <bsponcil@belinblank.org>
> > >
> > >
> > > So which one did you order? The "heavy hitter" or the "lightweight"?
> > > Also, does their cold air induction require you to modify the cowl?
> > > Just curious....
> > >
> > >
> > > -Brian
> > >
> > > #40497
> > > N211BD
> > > Iowa City, IA
> > >
> > > ----- Original Message -----
> > > From: "Deems Davis" <deemsdavis@cox.net>
> > > To: <rv10-list@matronics.com>
> > > Sent: Monday, March 13, 2006 2:02 PM
> > > Subject: RV10-List: Engine choice - I made my mine
> > >
> > >
> > > > --> RV10-List message posted by: Deems Davis <deemsdavis@cox.net>
> > > >
> > > > After getting a lot of input from the Matronics board, and talking
> > > > off line to several people. I made my engine choice and today I
> > > > placed my order with Allen Barrett of BPA Engines
> > > > http://www.bpaengines.com/ . The timing of my decision was based on
> > > > the price increase for the overhaul kits from Lycoming in 1 or 2
> > > > days. I already saw one price increase and want to avoid another.
> > > > BPA is a respected engine builder they use the kit from Lycoming,
> > > > similar to Aero Sport and Mattituck, only they do some extras eg.
> > > > porting and flow matching, custom paint, dynamically balancing the
> > > > rotating parts to a much stricter tolerance than others. (Others
> > > > will do this but for extra fees).Then they do something unique, they
> > > > run your engine on their dyno for 1 1/2 hours with a minute by
> > > > minute printout that you get. Their attitude is that they believe
> > > > this is the only way to build an engine and they won't build it
> > > > otherwise. they'd rather let business go to other shops than build
>to
> >a
> >lower standard. I think that speaks tons to the mindset and
> >attitude/culture
> >that governs the way they operate.
> > > > They also do Kirby Chamblis, and Patty Wagstaff's engines as well.
> > > > Allen Barrett made a personal call to me to answer all of my
> > > > questions and was extremely professional. As one person said
> > > > "picking an engine is a painful experience" and each individual
> > > > decision is governed by what is most important to that person. In
> > > > this case BPA met my criteria and I'm happy with the decision.
> > > > Thanks again to all who contributed knowledge and information to
> > > > this process
> > > >
> > > > Deems Davis # 406
> > > > Fuse
> > > > http://deemsrv10.com/
> > > >
> > > >
> > > >
> > > >
> > > > http://www.matronics.com/Navigator?RV10-List
> > > >
> > > >
> > > >
> > > >
> > > >
> > > >
> > > >
> > > >
> > > >
> > > >
> > > >
> > >
> > >
> > >
> > >
> > >
> > >
> > >
> > >
> > >
> > >
> > >
> > >
> > >
> >
> >
> >
> >
> >
> >====================================
> >RV10-List Email Forum -
> >more:
> >bsp;
> >">http://www.matronics.co
>m
> >/Navigator?RV10-List
> >====================================
> >bsp; - List Contribution Web Site -
> >bsp; -Matt Dralle, List Admin.
> >">http://www.matronics.com/contr
>i
> >bution
> >====================================
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
>
>
Message 42
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| Subject: | Re: nose wheel valve stem clearance |
Could you share the contact with the rest of us? I for one would
appreciate it.
Sam
Fuse
David McNeill wrote:
> Just for reference , someone posted the above problem and stated that
> the solution was a different wheel from Matco. I called them and got
> an RMA. They exchanged my unmounted wheel with a more approriate one.
> Cost was $27.48 including shipping.
Message 43
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| Subject: | RE: GRT EIS serial |
Anybody have any secrets or tips regarding the serial output from a GRT EIS 6000?
I'm trying to "snoop" it on my laptop here and I am having no joy.
TDT
40025
Message 44
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| Subject: | Re: RE: GRT EIS serial |
Call Greg or Todd @ Grand Rapids, they'll be glad to help!
Tim Dawson-Townsend wrote:
>Anybody have any secrets or tips regarding the serial output from a GRT EIS 6000?
I'm trying to "snoop" it on my laptop here and I am having no joy.
>
>TDT
>40025
>
>
>
>
>
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