Today's Message Index:
----------------------
1. 03:06 AM - Re: N519RV did two very short first Flights today. (Doerr, Ray R [NTK])
2. 05:14 AM - Re: Fiberglass panel options (Tim Olson)
3. 05:19 AM - Re: N519RV did two very short first Flights today. (Tim Olson)
4. 07:29 AM - Re: N519RV did two very short first Flights today. (Jesse Saint)
5. 07:30 AM - Re: N519RV did two very short first Flights today. (Chris)
6. 08:35 AM - Re: N519RV did two very short first Flights today. (Tim Olson)
7. 08:38 AM - Re: N519RV did two very short first Flights today. (Tim Olson)
8. 09:17 AM - Re: N519RV did two very short first Flights today. (John W. Cox)
9. 09:53 AM - Rivet behind oil cooler duct flange. (Jack Sparling)
10. 09:58 AM - Re: N519RV did two very short first Flights today. (Jesse Saint)
11. 10:41 AM - Re: Gascolators (Dave & Brenda Emond)
12. 11:42 AM - Re: Re: Gascolators (Carl Froehlich)
13. 12:45 PM - Re: N519RV did two very short first Flights today. (Dan Masys)
14. 01:22 PM - Re: N519RV did two very short first Flights today. (Dan Masys)
15. 02:39 PM - Re: Rivet behind oil cooler duct flange. (Chris , Susie Darcy)
16. 06:10 PM - Re: Retractable (David Hertner)
17. 07:43 PM - Re: Retractable (RobHickman@aol.com)
18. 08:18 PM - Re: Retractable (James Clark)
19. 09:27 PM - Re: N519RV did two very short first Flights today. (Doerr, Ray R [NTK])
20. 10:58 PM - Re: Fiberglass panel options (DejaVu)
21. 11:55 PM - Re: Retractable (Chris W)
Message 1
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| Subject: | N519RV did two very short first Flights today. |
--> RV10-List message posted by: "Doerr, Ray R [NTK]" <Ray.R.Doerr@sprint.com>
Since I went to bed all I could think about is how to solve this
problem of low RPM. According to the Prop Gov P/N, the 6 in the P-860-3
means Pressure to increase pitch - CW. Also ther is a paragraph in
section 5.5 that states "As a general rule, engine redline RPM cannot be
reached during a full power static run-up Contrary to popular belief,
the governor is not controlling the propeller at this time, the
propeller is against its low pitch stop. Attempting to increase
propeller static run-up RPM by adjusting the governor high RPM screw
will have no effect and will probably result in a propeller overspeed
during the take-off roll".
Once I read that and confirmed that backing off the high RPM
stop screw on the Gov by 3/8" had no effect, it looks like my problem
lies in the low picth stop of the Propellar hub.
By the way the fuel flow on a high speed taxi test was 21 GPH.
With this info in hand, I went at the Prop manual and found that
the low pitch stop is the one at the center front of the hub. This bolt
has 24 threads per inch and by turning it out one full turn is
approximately an increase by 200 RPM.
At this moment, I think I will try and turn it out one full turn
and see if the RPM will come up the 200 RPM to 2300. If that works, I
will need to turn it out two more full turns for the 2700 RPM required
for take-off. I will then return the prop gov stops back to there
original setting.
If anyone has had to do this on there flying RV-10, I would like
to here from you. If anyone has any other ideas, I would also like to
hear them.
Thanks for now. I'm off to the airport.
Ray Doerr
40250
N519RV
Today we did the first flight of N519RV (40250). Takeoff seemed
normal at first except my test Pilot Joe Shetterly was only climbing out
at 90 Knots and maybe 500 ft/min with only 2200 lbs. Turns out the
engine was only running at 2100RPM with MP at 28". I think this is what
resulted in the Oil temp running very hot at 250 degrees. Joe landed it
right away and we removed the cowl to let it cool down. OAT was about
90 degrees. Once the oil temp was down to 160, Joe tried another
flight, this time trying to keep the airspeed around 120 Knots, this
airspeed with the low RPM did not allow for very much climb at all.
Around this RPM, I figure it was only developing around 45% power,
enough for a take off compare to a Cessna 150, but no where near the
2,000 ft/min I expected for a 2200 lb gross weight. The prop is able to
cycle fine, but we can't get more that 2100 rpm static on the ground and
that is even after I change the Prop Gov stop to the point where it hit
the hard stop of the metal that hold the stop bolt. It seems that the
prop gov is not allowing the prop to go to full flat pitch to allow the
engine to run to it's full 2700 rpm. I have asked everyone at my local
airport for any suggestion, but so far, no one has come up with anything
we can try to get the RPM up to Take Off RPM. My setup is identical to
most of the other RV-10's that are flying. I bought the Firewall
Forward kit from Van's which included the MT Prop Gov P/N P-860-3 and
the Blended Hartzell Prop HC-C2YR-1BFP/F8068D. My engine is a rebuilt
IO-540-D4A5, dual mags, Precision Silver Hawk EX fuel injection, 260 HP.
If anyone has any ideas on what my problem could be, I would really
appreciate it. We were hoping to fly the 25 hours off this long
weekend, but it's not worth attempting another flight till we try
something that might make a positive change of this situation.
Thanks
Ray Doerr
40250
N519RV (Flying, but still having problems)
Message 2
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| Subject: | Re: Fiberglass panel options |
--> RV10-List message posted by: Tim Olson <Tim@MyRV10.com>
That is true. The biggest problem is when you get the EFIS put right in
front of the pilot and copilot, it will sit very near the rib. Then,
if you try to put anything under them, you're stuck. Like on my panel,
putting the redundant 2-1/4" round gauges is what did me in, and also
the EIS on the other side. Anyway, I think modding the ribs is going to
be a common thing for many people. I don't know what mods need to be
done to get a fiberglass panel in though, unfortunately....out of my
knowledge base. Anh, have you got yours put in yet? Maybe you can
comment on what needs to be done with that lower subpanel?
Tim Olson - RV-10 N104CD - Flying
do not archive
DejaVu wrote:
> --> RV10-List message posted by: "DejaVu" <wvu@ameritel.net>
>
> Only if you have 3 Cheltons and two of everything, Tim!:) I have two
> GRTs side by side and no mods to those ribs.
> Anh
>
> ----- Original Message ----- From: "Tim Olson" <Tim@MyRV10.com>
> To: <rv10-list@matronics.com>
> Sent: Friday, May 26, 2006 9:57 AM
> Subject: Re: RV10-List: Fiberglass panel options
>
>
>>
>>
>> --> RV10-List message posted by: Tim Olson <Tim@MyRV10.com>
>>
>> I can't comment on fiberglass specific mods, but I can tell you
>> that no matter what kind of panel you go with, you'll probably
>> need to modify the ribs in the upper forward fuse if you go with
>> any EFIS product. Those ribs get in the way.
>>
>>
>> Tim Olson - RV-10 N104CD - Flying
>> do not archive
>>
>>
>> Tom Gesele wrote:
>>> --> RV10-List message posted by: Tom Gesele <tgesele@optonline.net>
>>>
>>> For those who went with one of the after-market fiberglass panels
>>> available,
>>> were there any modifications required in the upper fwd fuselage
>>> assembly?
>>>
>>> Also, is there a rough guesstimate of the difference in weight
>>> between the
>>> fiberglass and stock panel?
>>>
>>> Thanks,
>>> Tom Gesele #473 - Fuselage
>>>
>>>
>>
>>
>>
>> http://www.matronics.com/Navigator?RV10-List
>> http://wiki.matronics.com
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>
>
>
>
> http://www.matronics.com/Navigator?RV10-List
> http://wiki.matronics.com
>
>
>
>
>
>
>
>
>
Message 3
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| Subject: | Re: N519RV did two very short first Flights today. |
--> RV10-List message posted by: Tim Olson <Tim@MyRV10.com>
Good luck today Ray! When you called yesterday, that center of the hub
screw/nut was the one I was talking about, but I'm not too in-the-know
about it because how mine allowed for 2690 or so with no tweaking.
I bet you change that today and everything goes much better. My dad
came by while I was talking to you and after we were off the phone
we thought through it and agree that your oil temp could very well
be related to lugging the engine along at high MP with low RPM.
My advice is to make sure you get your static RPM up to at least 2600
before you take her for another spin, and shoot for that 2700. I'm
sure you're on the right track, and good luck again! When everything
goes perfectly and you've got that RV grin still plastered on your
face, give me another call. ;)
Tim Olson - RV-10 N104CD - Flying
do not archive
Doerr, Ray R [NTK] wrote:
> --> RV10-List message posted by: "Doerr, Ray R [NTK]" <Ray.R.Doerr@sprint.com>
>
> Since I went to bed all I could think about is how to solve this
> problem of low RPM. According to the Prop Gov P/N, the 6 in the P-860-3
> means Pressure to increase pitch - CW. Also ther is a paragraph in
> section 5.5 that states "As a general rule, engine redline RPM cannot be
> reached during a full power static run-up Contrary to popular belief,
> the governor is not controlling the propeller at this time, the
> propeller is against its low pitch stop. Attempting to increase
> propeller static run-up RPM by adjusting the governor high RPM screw
> will have no effect and will probably result in a propeller overspeed
> during the take-off roll".
> Once I read that and confirmed that backing off the high RPM
> stop screw on the Gov by 3/8" had no effect, it looks like my problem
> lies in the low picth stop of the Propellar hub.
> By the way the fuel flow on a high speed taxi test was 21 GPH.
> With this info in hand, I went at the Prop manual and found that
> the low pitch stop is the one at the center front of the hub. This bolt
> has 24 threads per inch and by turning it out one full turn is
> approximately an increase by 200 RPM.
> At this moment, I think I will try and turn it out one full turn
> and see if the RPM will come up the 200 RPM to 2300. If that works, I
> will need to turn it out two more full turns for the 2700 RPM required
> for take-off. I will then return the prop gov stops back to there
> original setting.
> If anyone has had to do this on there flying RV-10, I would like
> to here from you. If anyone has any other ideas, I would also like to
> hear them.
>
>
> Thanks for now. I'm off to the airport.
>
> Ray Doerr
> 40250
> N519RV
>
>
>
>
>
>
> Today we did the first flight of N519RV (40250). Takeoff seemed
> normal at first except my test Pilot Joe Shetterly was only climbing out
> at 90 Knots and maybe 500 ft/min with only 2200 lbs. Turns out the
> engine was only running at 2100RPM with MP at 28". I think this is what
> resulted in the Oil temp running very hot at 250 degrees. Joe landed it
> right away and we removed the cowl to let it cool down. OAT was about
> 90 degrees. Once the oil temp was down to 160, Joe tried another
> flight, this time trying to keep the airspeed around 120 Knots, this
> airspeed with the low RPM did not allow for very much climb at all.
> Around this RPM, I figure it was only developing around 45% power,
> enough for a take off compare to a Cessna 150, but no where near the
> 2,000 ft/min I expected for a 2200 lb gross weight. The prop is able to
> cycle fine, but we can't get more that 2100 rpm static on the ground and
> that is even after I change the Prop Gov stop to the point where it hit
> the hard stop of the metal that hold the stop bolt. It seems that the
> prop gov is not allowing the prop to go to full flat pitch to allow the
> engine to run to it's full 2700 rpm. I have asked everyone at my local
> airport for any suggestion, but so far, no one has come up with anything
> we can try to get the RPM up to Take Off RPM. My setup is identical to
> most of the other RV-10's that are flying. I bought the Firewall
> Forward kit from Van's which included the MT Prop Gov P/N P-860-3 and
> the Blended Hartzell Prop HC-C2YR-1BFP/F8068D. My engine is a rebuilt
> IO-540-D4A5, dual mags, Precision Silver Hawk EX fuel injection, 260 HP.
> If anyone has any ideas on what my problem could be, I would really
> appreciate it. We were hoping to fly the 25 hours off this long
> weekend, but it's not worth attempting another flight till we try
> something that might make a positive change of this situation.
>
>
> Thanks
> Ray Doerr
> 40250
> N519RV (Flying, but still having problems)
>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
Message 4
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| Subject: | N519RV did two very short first Flights today. |
--> RV10-List message posted by: "Jesse Saint" <jesse@itecusa.org>
Are you sure you are only getting that RPM? We thought we were having a
similar problem, but when we used an external (laser-type-thingy) tach we
were actually over RPM. Your experience on power, however, would certainly
agree with you. I didn't do the adjustments on the prop governor, but I
know it can be picky.
Do not archive.
Jesse Saint
I-TEC, Inc.
jesse@itecusa.org
www.itecusa.org
352-465-4545
-----Original Message-----
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Doerr, Ray R
[NTK]
Sent: Friday, May 26, 2006 11:23 PM
Subject: RV10-List: N519RV did two very short first Flights today.
--> RV10-List message posted by: "Doerr, Ray R [NTK]"
<Ray.R.Doerr@sprint.com>
Thank You
Ray Doerr
CDNI Principal Engineer
Sprint PCS
16020 West 113th Street
Lenexa, KS 66219
Mailstop KSLNXK0101
(913) 859-1414 (Office)
(913) 226-0106 (Pcs)
(913) 859-1234 (Fax)
Ray.R.Doerr@sprint.com
Today we did the first flight of N519RV (40250). Takeoff seemed
normal at first except my test Pilot Joe Shetterly was only climbing out
at 90 Knots and maybe 500 ft/min with only 2200 lbs. Turns out the
engine was only running at 2100RPM with MP at 28". I think this is what
resulted in the Oil temp running very hot at 250 degrees. Joe landed it
right away and we removed the cowl to let it cool down. OAT was about
90 degrees. Once the oil temp was down to 160, Joe tried another
flight, this time trying to keep the airspeed around 120 Knots, this
airspeed with the low RPM did not allow for very much climb at all.
Around this RPM, I figure it was only developing around 45% power,
enough for a take off compare to a Cessna 150, but no where near the
2,000 ft/min I expected for a 2200 lb gross weight. The prop is able to
cycle fine, but we can't get more that 2100 rpm static on the ground and
that is even after I change the Prop Gov stop to the point where it hit
the hard stop of the metal that hold the stop bolt. It seems that the
prop gov is not allowing the prop to go to full flat pitch to allow the
engine to run to it's full 2700 rpm. I have asked everyone at my local
airport for any suggestion, but so far, no one has come up with anything
we can try to get the RPM up to Take Off RPM. My setup is identical to
most of the other RV-10's that are flying. I bought the Firewall
Forward kit from Van's which included the MT Prop Gov P/N P-860-3 and
the Blended Hartzell Prop HC-C2YR-1BFP/F8068D. My engine is a rebuilt
IO-540-D4A5, dual mags, Precision Silver Hawk EX fuel injection, 260 HP.
If anyone has any ideas on what my problem could be, I would really
appreciate it. We were hoping to fly the 25 hours off this long
weekend, but it's not worth attempting another flight till we try
something that might make a positive change of this situation.
Thanks
Ray Doerr
40250
N519RV (Flying, but still having problems)
--
--
Message 5
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| Subject: | Re: N519RV did two very short first Flights today. |
--> RV10-List message posted by: "Chris" <toaster73@earthlink.net>
This seems to be a heads up to the rest of us on our test flight preps. I am
just now starting on the fuselage so I am not up on all the engine stuff
yet...But for the certified aircraft, the type certificate data sheet
usually lists the engine propeller combination along with the maximum
allowed and minimum allowed full throttle static rpms. Do we not have this
info for a 540 with blended airfoil prop? Seems to me this first flight
could have been the last flight very easily.
In my Bonanza I had an electric prop and descended over NYC down the Hudson
for sight seeing, when I got to the Statue of Liberty I went to climb back
out only to find that my prop would not go to fine pitch, it was stuck. So I
landed at the next airport and on final my partner/co-pilot suggested I make
the landing. No room for a go-around! A broken wire kept my prop motor from
going fine. This happened to the previous owner and on landing he had
barely enough thrust to taxi since the engine was so loaded up by the pitch
being stuck in nearly full coarse.
Did your test pilot monitor for full static rpm before releasing brakes for
takeoff? We always did that in the Bonanza.
Thanks for the report another possible gotcha for Tim's website.
-Chris Lucas
#40072
----- Original Message -----
From: "Doerr, Ray R [NTK]" <Ray.R.Doerr@sprint.com>
Sent: Saturday, May 27, 2006 6:01 AM
Subject: RE: RV10-List: N519RV did two very short first Flights today.
> --> RV10-List message posted by: "Doerr, Ray R [NTK]"
> <Ray.R.Doerr@sprint.com>
>
> Since I went to bed all I could think about is how to solve this
> problem of low RPM. According to the Prop Gov P/N, the 6 in the P-860-3
> means Pressure to increase pitch - CW. Also ther is a paragraph in
> section 5.5 that states "As a general rule, engine redline RPM cannot be
> reached during a full power static run-up Contrary to popular belief,
> the governor is not controlling the propeller at this time, the
> propeller is against its low pitch stop. Attempting to increase
> propeller static run-up RPM by adjusting the governor high RPM screw
> will have no effect and will probably result in a propeller overspeed
> during the take-off roll".
> Once I read that and confirmed that backing off the high RPM
> stop screw on the Gov by 3/8" had no effect, it looks like my problem
> lies in the low picth stop of the Propellar hub.
> By the way the fuel flow on a high speed taxi test was 21 GPH.
> With this info in hand, I went at the Prop manual and found that
> the low pitch stop is the one at the center front of the hub. This bolt
> has 24 threads per inch and by turning it out one full turn is
> approximately an increase by 200 RPM.
> At this moment, I think I will try and turn it out one full turn
> and see if the RPM will come up the 200 RPM to 2300. If that works, I
> will need to turn it out two more full turns for the 2700 RPM required
> for take-off. I will then return the prop gov stops back to there
> original setting.
> If anyone has had to do this on there flying RV-10, I would like
> to here from you. If anyone has any other ideas, I would also like to
> hear them.
>
>
> Thanks for now. I'm off to the airport.
>
> Ray Doerr
> 40250
> N519RV
>
>
> Today we did the first flight of N519RV (40250). Takeoff seemed
> normal at first except my test Pilot Joe Shetterly was only climbing out
> at 90 Knots and maybe 500 ft/min with only 2200 lbs. Turns out the
> engine was only running at 2100RPM with MP at 28". I think this is what
> resulted in the Oil temp running very hot at 250 degrees. Joe landed it
> right away and we removed the cowl to let it cool down. OAT was about
> 90 degrees. Once the oil temp was down to 160, Joe tried another
> flight, this time trying to keep the airspeed around 120 Knots, this
> airspeed with the low RPM did not allow for very much climb at all.
> Around this RPM, I figure it was only developing around 45% power,
> enough for a take off compare to a Cessna 150, but no where near the
> 2,000 ft/min I expected for a 2200 lb gross weight. The prop is able to
> cycle fine, but we can't get more that 2100 rpm static on the ground and
> that is even after I change the Prop Gov stop to the point where it hit
> the hard stop of the metal that hold the stop bolt. It seems that the
> prop gov is not allowing the prop to go to full flat pitch to allow the
> engine to run to it's full 2700 rpm. I have asked everyone at my local
> airport for any suggestion, but so far, no one has come up with anything
> we can try to get the RPM up to Take Off RPM. My setup is identical to
> most of the other RV-10's that are flying. I bought the Firewall
> Forward kit from Van's which included the MT Prop Gov P/N P-860-3 and
> the Blended Hartzell Prop HC-C2YR-1BFP/F8068D. My engine is a rebuilt
> IO-540-D4A5, dual mags, Precision Silver Hawk EX fuel injection, 260 HP.
> If anyone has any ideas on what my problem could be, I would really
> appreciate it. We were hoping to fly the 25 hours off this long
> weekend, but it's not worth attempting another flight till we try
> something that might make a positive change of this situation.
>
>
> Thanks
> Ray Doerr
> 40250
> N519RV (Flying, but still having problems)
>
>
>
Message 6
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| Subject: | Re: N519RV did two very short first Flights today. |
--> RV10-List message posted by: Tim Olson <Tim@MyRV10.com>
Jesse, is there anything strange about setup on the Dynon? I
know Ray has a Dynon too, and if there is anything that needs
to be set properly to display RPM correctly, I'm sure he'd love
to hear it....as would the list. On my setup, I have the
GRT EIS6000, and I just had to set the tach Pulses per revolution
to I believe 3, because that's what the Lightspeed ignition
put out. And the wire out of the Lightspeed feeds directly to
the EIS6000. (That info is just for future reference by archive
searchers)
T
Tim Olson - RV-10 N104CD - Flying
Jesse Saint wrote:
> --> RV10-List message posted by: "Jesse Saint" <jesse@itecusa.org>
>
> Are you sure you are only getting that RPM? We thought we were having a
> similar problem, but when we used an external (laser-type-thingy) tach we
> were actually over RPM. Your experience on power, however, would certainly
> agree with you. I didn't do the adjustments on the prop governor, but I
> know it can be picky.
> >
> Jesse Saint
> I-TEC, Inc.
> jesse@itecusa.org
> www.itecusa.org
> 352-465-4545
>
Message 7
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| Subject: | Re: N519RV did two very short first Flights today. |
--> RV10-List message posted by: Tim Olson <Tim@MyRV10.com>
Your point is very well taken Chris. My DAR didn't care to see
much of the engine running. He wanted me to taxi it out, and
back, and turn. But then he did have just one thing that he
insisted on....that he be in the plane for a full-power static
RPM runup test to see what RPM it came to. I know that with
a new engine, people don't want to run it on the ground at high
power, but hey, your engine can handle the 15 seconds of
full-power runup required to verify static RPM before you
take your first flight.
Just FYI to the list, I think I saw 2690 RPM or something like
that when I did my runup, and I *think* the spec is 2700 for
your target. I'll add some info to the tips area next time
I update the site.
Tim Olson - RV-10 N104CD - Flying
Chris wrote:
> --> RV10-List message posted by: "Chris" <toaster73@earthlink.net>
>
> This seems to be a heads up to the rest of us on our test flight preps.
> I am just now starting on the fuselage so I am not up on all the engine
> stuff yet...But for the certified aircraft, the type certificate data
> sheet usually lists the engine propeller combination along with the
> maximum allowed and minimum allowed full throttle static rpms. Do we not
> have this info for a 540 with blended airfoil prop? Seems to me this
> first flight could have been the last flight very easily.
> In my Bonanza I had an electric prop and descended over NYC down the
> Hudson for sight seeing, when I got to the Statue of Liberty I went to
> climb back out only to find that my prop would not go to fine pitch, it
> was stuck. So I landed at the next airport and on final my
> partner/co-pilot suggested I make the landing. No room for a go-around!
> A broken wire kept my prop motor from going fine. This happened to the
> previous owner and on landing he had barely enough thrust to taxi since
> the engine was so loaded up by the pitch being stuck in nearly full coarse.
> Did your test pilot monitor for full static rpm before releasing brakes
> for takeoff? We always did that in the Bonanza.
> Thanks for the report another possible gotcha for Tim's website.
> -Chris Lucas
> #40072
>
> ----- Original Message ----- From: "Doerr, Ray R [NTK]"
> <Ray.R.Doerr@sprint.com>
> To: <rv10-list@matronics.com>
> Sent: Saturday, May 27, 2006 6:01 AM
> Subject: RE: RV10-List: N519RV did two very short first Flights today.
>
>
>> --> RV10-List message posted by: "Doerr, Ray R [NTK]"
>> <Ray.R.Doerr@sprint.com>
>>
>> Since I went to bed all I could think about is how to solve this
>> problem of low RPM. According to the Prop Gov P/N, the 6 in the P-860-3
>> means Pressure to increase pitch - CW. Also ther is a paragraph in
>> section 5.5 that states "As a general rule, engine redline RPM cannot be
>> reached during a full power static run-up Contrary to popular belief,
>> the governor is not controlling the propeller at this time, the
>> propeller is against its low pitch stop. Attempting to increase
>> propeller static run-up RPM by adjusting the governor high RPM screw
>> will have no effect and will probably result in a propeller overspeed
>> during the take-off roll".
>> Once I read that and confirmed that backing off the high RPM
>> stop screw on the Gov by 3/8" had no effect, it looks like my problem
>> lies in the low picth stop of the Propellar hub.
>> By the way the fuel flow on a high speed taxi test was 21 GPH.
>> With this info in hand, I went at the Prop manual and found that
>> the low pitch stop is the one at the center front of the hub. This bolt
>> has 24 threads per inch and by turning it out one full turn is
>> approximately an increase by 200 RPM.
>> At this moment, I think I will try and turn it out one full turn
>> and see if the RPM will come up the 200 RPM to 2300. If that works, I
>> will need to turn it out two more full turns for the 2700 RPM required
>> for take-off. I will then return the prop gov stops back to there
>> original setting.
>> If anyone has had to do this on there flying RV-10, I would like
>> to here from you. If anyone has any other ideas, I would also like to
>> hear them.
>>
>>
>> Thanks for now. I'm off to the airport.
>>
>> Ray Doerr
>> 40250
>> N519RV
>>
>>
>>
>>
>>
>>
>> Today we did the first flight of N519RV (40250). Takeoff seemed
>> normal at first except my test Pilot Joe Shetterly was only climbing out
>> at 90 Knots and maybe 500 ft/min with only 2200 lbs. Turns out the
>> engine was only running at 2100RPM with MP at 28". I think this is what
>> resulted in the Oil temp running very hot at 250 degrees. Joe landed it
>> right away and we removed the cowl to let it cool down. OAT was about
>> 90 degrees. Once the oil temp was down to 160, Joe tried another
>> flight, this time trying to keep the airspeed around 120 Knots, this
>> airspeed with the low RPM did not allow for very much climb at all.
>> Around this RPM, I figure it was only developing around 45% power,
>> enough for a take off compare to a Cessna 150, but no where near the
>> 2,000 ft/min I expected for a 2200 lb gross weight. The prop is able to
>> cycle fine, but we can't get more that 2100 rpm static on the ground and
>> that is even after I change the Prop Gov stop to the point where it hit
>> the hard stop of the metal that hold the stop bolt. It seems that the
>> prop gov is not allowing the prop to go to full flat pitch to allow the
>> engine to run to it's full 2700 rpm. I have asked everyone at my local
>> airport for any suggestion, but so far, no one has come up with anything
>> we can try to get the RPM up to Take Off RPM. My setup is identical to
>> most of the other RV-10's that are flying. I bought the Firewall
>> Forward kit from Van's which included the MT Prop Gov P/N P-860-3 and
>> the Blended Hartzell Prop HC-C2YR-1BFP/F8068D. My engine is a rebuilt
>> IO-540-D4A5, dual mags, Precision Silver Hawk EX fuel injection, 260 HP.
>> If anyone has any ideas on what my problem could be, I would really
>> appreciate it. We were hoping to fly the 25 hours off this long
>> weekend, but it's not worth attempting another flight till we try
>> something that might make a positive change of this situation.
>>
>>
>> Thanks
>> Ray Doerr
>> 40250
>> N519RV (Flying, but still having problems)
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>
>
>
>
> http://www.matronics.com/Navigator?RV10-List
> http://wiki.matronics.com
>
>
>
>
>
>
>
>
>
Message 8
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| Subject: | N519RV did two very short first Flights today. |
--> RV10-List message posted by: "John W. Cox" <johnwcox@pacificnw.com>
Ray it is exciting that you and your test pilot Joe were able to get a
test flight in and that you shared with the group your initial findings.
My mental questions were;
#1 did you and the test pilot confirm static rpm output to the limit
prescribed by the manufacturer BEFORE taxi testing?
#2 Did you do high speed taxi and did the anomaly of oil temp appear?
#3 Did the test pilot do a complete run up to proper rpm, check the mags
and FULLY cycle the prop stop to stop 3x before takeoff? If you only
get 2100, I would not call that fine.
#4 Did you visually witness full blade pitch change from outside the
cockpit during each of the three cycles?
#5 Did you confirm full range of motion on the Prop Control cable at the
governor with cable springback at the instrument panel?
#6 Was the oil up to minimum temperature (which on a new engine should
have been a non issue)? Sounds like a possible viscosity issue with the
oil or a control cable miss setting. You may have something on the MT
governor set screw. Oil passages are the rarest of causes.
Did the problem then develop only after each of the previous questions
confirmed proper operation? Don't tell me the test pilot took off
without everything in the green first. I know a lot of pilots who do not
know how or why a prop check is properly done (A great question for this
forum). I agree with Tim, get the problem fixed and we hope to hear the
final solution and the grin appearing on your face soon. "Take off
power" when you want it is really important all the time. Go Rounds
would be another.
John Cox
-----Original Message-----
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Doerr, Ray R
[NTK]
Sent: Friday, May 26, 2006 9:23 PM
Subject: RV10-List: N519RV did two very short first Flights today.
Today we did the first flight of N519RV (40250). Takeoff seemed
normal at first except my test Pilot Joe Shetterly was only climbing out
at 90 Knots and maybe 500 ft/min with only 2200 lbs. Turns out the
engine was only running at 2100RPM with MP at 28". The prop is able
to
cycle fine, but we can't get more that 2100 rpm static on the ground and
that is even after I change the Prop Gov stop to the point where it hit
the hard stop of the metal that hold the stop bolt. It seems that the
prop gov is not allowing the prop to go to full flat pitch to allow the
engine to run to it's full 2700 rpm.
If anyone has any ideas on what my problem could be, I would really
appreciate it. We were hoping to fly the 25 hours off this long
weekend, but it's not worth attempting another flight till we try
something that might make a positive change of this situation.
Thanks
Ray Doerr
40250
N519RV (Flying, but still having problems)
Message 9
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| Subject: | Rivet behind oil cooler duct flange. |
--> RV10-List message posted by: "Jack Sparling" <jhs_61@yahoo.com>
I am looking at a rivet that is behind the oil cooler duct flange and was
wondering how anyone is supposed to tackle that job. If anyone has been
successful at bucking that rivet I would certainly like to know what
technique they used. Can you reverse buck a rivet? Haven't tried it yet,
just a thought. Considering a no. 6 screw.
Thanks,
Jack Sparling
Ready to mount engine.
Message 10
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| Subject: | N519RV did two very short first Flights today. |
--> RV10-List message posted by: "Jesse Saint" <jesse@itecusa.org>
The dynon is the same way on the tack, I think. You need to set it to the
number of pulses per revolution. It also depends on where you are getting
the tach information. We are on the p-leads and had to set it to match.
Nobody that we talked to knew what the setting should be, so we used the
lasar tach and changed the Dynon until it matched and then we had it.
The main thing to remember with the Dynon is that there are different probes
that put out different signals for different functions, and until you have
the right info in the settings, you won't be displaying correct information.
Jesse Saint
I-TEC, Inc.
jesse@itecusa.org
www.itecusa.org
352-465-4545
-----Original Message-----
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Tim Olson
Sent: Saturday, May 27, 2006 10:33 AM
Subject: Re: RV10-List: N519RV did two very short first Flights today.
--> RV10-List message posted by: Tim Olson <Tim@MyRV10.com>
Jesse, is there anything strange about setup on the Dynon? I
know Ray has a Dynon too, and if there is anything that needs
to be set properly to display RPM correctly, I'm sure he'd love
to hear it....as would the list. On my setup, I have the
GRT EIS6000, and I just had to set the tach Pulses per revolution
to I believe 3, because that's what the Lightspeed ignition
put out. And the wire out of the Lightspeed feeds directly to
the EIS6000. (That info is just for future reference by archive
searchers)
T
Tim Olson - RV-10 N104CD - Flying
Jesse Saint wrote:
> --> RV10-List message posted by: "Jesse Saint" <jesse@itecusa.org>
>
> Are you sure you are only getting that RPM? We thought we were having a
> similar problem, but when we used an external (laser-type-thingy) tach we
> were actually over RPM. Your experience on power, however, would
certainly
> agree with you. I didn't do the adjustments on the prop governor, but I
> know it can be picky.
> >
> Jesse Saint
> I-TEC, Inc.
> jesse@itecusa.org
> www.itecusa.org
> 352-465-4545
>
--
--
Message 11
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--> RV10-List message posted by: "Dave & Brenda Emond" <d_emond@mweb.co.za>
I was planning on fitting an Andair Gascolator. I am now having second
thoughts, about this. I have fitted an IO540, and running the Vans
recommended fuel pump setup. My plan was to include the Andair gascolator
some where on the engine side of the firewall. I am concerned about the
gascolator being after the fuel pump??? Vans does not include a gascolator
in his plans on the 10, maybe theres a good reason. I would be interested to
hear other points of view??
Dave Emond
#40159
Engine in, busy with baffles
Message 12
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--> RV10-List message posted by: "Carl Froehlich" <carl.froehlich@cox.net>
I used the Andair Gascolator in my Airflow Performance fuel injected RV-8A.
It is firewall mounted after the electric fuel pump, and feeds into the
mechanical fuel pump. The filter element on the Andair Gascolator meets the
filter specs for the Airflow Performance injection system. This set up
works fine, but I will be removing it during a planed panel upgrade.
Considering the mounting options available in the RV series airplanes, there
is no practical value in the water sump function of the gascolator. Water
settling out in your tanks just can't make the migration to the gascolator.
Any water pumped from your tanks is entrained with the fuel, thus the
mechanical gravity separating action that leads to water collecting in a low
spot (like the gascolator in a high wing airplane) is not present. For RVs,
water is removed from the tanks by sumping only.
Recommend you skip the gascolator and stay with the fuel filter that comes
with the Airflow Performance electric fuel pump.
Carl Froehlich
RV-8A (250 hrs)
RV-10 (tail cone)
-----Original Message-----
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com]On Behalf Of Dave & Brenda
Emond
Sent: Saturday, May 27, 2006 1:35 PM
Subject: RV10-List: Re: Gascolators
--> RV10-List message posted by: "Dave & Brenda Emond" <d_emond@mweb.co.za>
I was planning on fitting an Andair Gascolator. I am now having second
thoughts, about this. I have fitted an IO540, and running the Vans
recommended fuel pump setup. My plan was to include the Andair gascolator
some where on the engine side of the firewall. I am concerned about the
gascolator being after the fuel pump??? Vans does not include a gascolator
in his plans on the 10, maybe theres a good reason. I would be interested to
hear other points of view??
Dave Emond
#40159
Engine in, busy with baffles
Message 13
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| Subject: | N519RV did two very short first Flights today. |
--> RV10-List message posted by: Dan Masys <dmasys@cox.net>
I have heard of a similar problem occuring when the gasket for the prop governor
was installed in the wrong position, and it blocked oil from getting to the
governor. The prop governor is basicly an oil pump and when it's own oil supply
is altered strange things happen.
-Dan Masys
#40448
> From: owner-rv10-list-server@matronics.com
> [mailto:owner-rv10-list-server@matronics.com] On Behalf Of Doerr, Ray R
> [NTK]
> Sent: Friday, May 26, 2006 9:23 PM
> To: rv10-list@matronics.com
> Subject: RV10-List: N519RV did two very short first Flights today.
>
>
>
> Today we did the first flight of N519RV (40250). Takeoff seemed
> normal at first except my test Pilot Joe Shetterly was only climbing out
> at 90 Knots and maybe 500 ft/min with only 2200 lbs. Turns out the
> engine was only running at 2100RPM with MP at 28". The prop is able
> to
> cycle fine, but we can't get more that 2100 rpm static on the ground and
> that is even after I change the Prop Gov stop to the point where it hit
> the hard stop of the metal that hold the stop bolt. It seems that the
> prop gov is not allowing the prop to go to full flat pitch to allow the
> engine to run to it's full 2700 rpm.
> If anyone has any ideas on what my problem could be, I would really
> appreciate it. We were hoping to fly the 25 hours off this long
> weekend, but it's not worth attempting another flight till we try
> something that might make a positive change of this situation.
>
>
> Thanks
> Ray Doerr
> 40250
> N519RV (Flying, but still having problems)
>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
Message 14
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| Subject: | N519RV did two very short first Flights today. |
--> RV10-List message posted by: Dan Masys <dmasys@cox.net>
Slight modification to previous post. The blockage caused by the incorrectly positioned
gasket (or maybe it was the wrong gasket -- I think the builder used
the gasket that came with the plate put on the pad by Lycoming, instead of the
gasket provided with the governor) and the *return* oil passage of the governor
was blocked, and so it sent max pressure oil to the prop regardless of linkage
position and drove the blades into cruise rather than climb (flat) pitch.
Hope this helps,
-Dan Masys
---- Dan Masys <dmasys@cox.net> wrote:
> --> RV10-List message posted by: Dan Masys <dmasys@cox.net>
>
> I have heard of a similar problem occuring when the gasket for the prop governor
was installed in the wrong position, and it blocked oil from getting to the
governor. The prop governor is basicly an oil pump and when it's own oil supply
is altered strange things happen.
>
> -Dan Masys
> #40448
>
> > From: owner-rv10-list-server@matronics.com
> > [mailto:owner-rv10-list-server@matronics.com] On Behalf Of Doerr, Ray R
> > [NTK]
> > Sent: Friday, May 26, 2006 9:23 PM
> > To: rv10-list@matronics.com
> > Subject: RV10-List: N519RV did two very short first Flights today.
> >
> >
> >
> > Today we did the first flight of N519RV (40250). Takeoff seemed
> > normal at first except my test Pilot Joe Shetterly was only climbing out
> > at 90 Knots and maybe 500 ft/min with only 2200 lbs. Turns out the
> > engine was only running at 2100RPM with MP at 28". The prop is able
> > to
> > cycle fine, but we can't get more that 2100 rpm static on the ground and
> > that is even after I change the Prop Gov stop to the point where it hit
> > the hard stop of the metal that hold the stop bolt. It seems that the
> > prop gov is not allowing the prop to go to full flat pitch to allow the
> > engine to run to it's full 2700 rpm.
> > If anyone has any ideas on what my problem could be, I would really
> > appreciate it. We were hoping to fly the 25 hours off this long
> > weekend, but it's not worth attempting another flight till we try
> > something that might make a positive change of this situation.
> >
> >
> > Thanks
> > Ray Doerr
> > 40250
> > N519RV (Flying, but still having problems)
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
>
>
>
>
>
>
>
>
>
>
>
>
>
Message 15
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| Subject: | Re: Rivet behind oil cooler duct flange. |
--> RV10-List message posted by: "Chris , Susie Darcy" <VHMUM@bigpond.com>
Back rivet. Did it last night.
----- Original Message -----
From: "Jack Sparling" <jhs_61@yahoo.com>
Sent: Sunday, May 28, 2006 2:50 AM
Subject: RV10-List: Rivet behind oil cooler duct flange.
> --> RV10-List message posted by: "Jack Sparling" <jhs_61@yahoo.com>
>
> I am looking at a rivet that is behind the oil cooler duct flange and was
> wondering how anyone is supposed to tackle that job. If anyone has been
> successful at bucking that rivet I would certainly like to know what
> technique they used. Can you reverse buck a rivet? Haven't tried it
> yet,
> just a thought. Considering a no. 6 screw.
>
> Thanks,
>
> Jack Sparling
> Ready to mount engine.
>
>
>
Message 16
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--> RV10-List message posted by: "David Hertner" <effectus@rogers.com>
Chris,
I did a search on the Canadian Aircraft Register and the registration
numbers 'C-FGPC' belong to a Beech 200C turboprop that is registered in
Calgary Alberta. This retractable RV-4 seems very elusive.
Do Not Archive
Dave Hertner
#40164
----- Original Message -----
From: "Chris W" <3edcft6@cox.net>
Sent: Saturday, May 27, 2006 2:57 AM
Subject: Re: RV10-List: Retractable
> --> RV10-List message posted by: Chris W <3edcft6@cox.net>
>
> Scott Gesele wrote:
>
>>You guys probably don't remember, but a while back
>>(10+ years) someone with a 4 got the brilliant idea of
>>engineering retracts. The plane cruised slower,
>>climber slower and took more runway than an equivalent
>>4. Needless to say, no one has tried to yank the gear
>>on an RV since.
>>
>
>
> I don't think trying to put retracts on an RV is a good idea, but I
> remember reading several reports that said that plane was a fair bit
> faster (10 to 15 knots) than a standard 4. I'm sure climb was worse
> though. I'm not trying to say that it is in fact that much faster, but
> I"m not going to take your word that it was slower either. If someone
> wants to try and get details, the tail number in the photo I have of it is
> 'C-FGPC' I think it is, or was, in Canada. I found the photos on the net
> somewhere and the site didn't have any direct information about the plane.
>
> do not archive
>
>
> --
> Chris W
> KE5GIX
>
> Gift Giving Made Easy
> Get the gifts you want & give the gifts they want
> One stop wish list for any gift, from anywhere, for any occasion!
> http://thewishzone.com
>
>
> http://www.matronics.com/Navigator?RV10-List
> http://wiki.matronics.com
>
>
> --
>
>
Message 17
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There have actually been 2 RV-4's with retracts.
One was done by Dave Lewis in Hillsboro Oregon for a customer. The plane
was black and gray and has had at least one gear up landing. It was a lot
heavier and not that much faster, but did it look cool.
The other is the blue and white one from Canada.
Rob Hickman
.
Message 18
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Well maybe then there are three ...
Klaus Roth built (????) two RV4's as I recall. One was regular gear and the
other retract. I also think one was flown by his wife and the other by him.
D-ESKR and D-ERKR
See photos here ...
http://www.rv8r.de/foto_e.htm
See article (well almost) here ...
http://www.kitplanes.com/issues/21_7/builder_spotlight/42-1.phtml
James
On 5/27/06, RobHickman@aol.com <RobHickman@aol.com> wrote:
>
> There have actually been 2 RV-4's with retracts.
>
> One was done by Dave Lewis in Hillsboro Oregon for a customer. The plane
> was black and gray and has had at least one gear up landing. It was a lo=
t
> heavier and not that much faster, but did it look cool.
>
> The other is the blue and white one from Canada.
>
> Rob Hickman
> .
>
--
This is an alternate email. Please continue to email me at
james@nextupventures.com .
Message 19
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| Subject: | N519RV did two very short first Flights today. |
--> RV10-List message posted by: "Doerr, Ray R [NTK]" <Ray.R.Doerr@sprint.com>
Guys, thanks for all the ideas. This is one awesome group of
people coming together to help each other out in time of great stress.
I went out to the hanger this morning to try and solve my 2100
RPM max statis issue with the new info I had in had from the prop gov
and prop manual. But before I was about to change anything, I wanted a
second option from a separate source on Engine RPM. I borrowed a
optical tach sensor ($17 item from tower hobbies, same item used on R/C
Airplanes) and test the prop rpm at idle with the parking brake set. I
made sure the brake was going to hold the airplane back with at least
twice this RPM before I was about to jump out of the plane and stand in
front of the running prop. The tach sensor read 990 RPM while the Dynon
was reading 740. The Dynon manual states the setting should either be a
fact or 1/2 or 1/4 of the number of cylinders. Mine was set to 2, which
was incorrect for a 6 cyl engine. I set it to 3 and that went in the
wrong direction, so I set it to 1.5 and that was bang on (990 RPM).
Now here comes the math, with it set to 2 before and now at 1.5,
that's .5 less than the 1.5 that it is now set at. So it is now 1/3
less than before. So if you take the 740 RPM I was getting before and
multiply by 1.33, that is exactly 990. Bingo, this all adds up. So
when we were getting 2100 RPM before for takeoff, that was actually 2100
* 1.33 = 2800 RPM. So we were running the crap out of the engine. So
we were getting basically 28 squared. This would help explain some of
the engine oil high temps. This also explains the lack of climb
performance. With the engine running faster than 2700 RPM (recommended
Take Off RPM), the Prop was having to flatten the pitch to a point where
the thrust just wasn't there. This all proved out perfectly with
another test flight of 2 hours. She climbed at 1600 ft/min at 2200 lbs
at 100 knots. MUCH BETTER, can you see the smile on my face now?
Now on to the high oil temperature reading on the dynon. Just
for fun a changed the Dynon Oil Temp setting to sensor type 2 from 1 on
the ground with the oil at room temp. It read 75 regardless of it being
set to 1 or 2. So we fly it again and were still seeing 254 on the oil
temp, but that was as high as it got. Other flight through out the day
it was slowing coming down to 246. So then I decided to have the test
pilot set the Oil Temp Sensor type in flight from 1 to 2 and the temp
was indicating 23 degrees cooler on type 2. So I started surfing
Dynon's support site and found that I did in fact have the Type 1
sensor. So much for that thought. After digging a little more I found
a service bulletin about how the Type 1 Oil Temp probe is high by about
20 degrees. If you have a software version greater than 1.02, than this
issue was resolved. But since I have version 1.02, I had this 20 degree
error on the high side. So we left it at sensor type 2 until I get a
chance tomorrow to update the software with 1.02.01. So all of this
info means we were not running above the recommended oil temp of 245.
At 254 before the change, it was actually only 234 degree. 11 shy of
the max red line. Can you see my smile getting bigger.
Now my two test pilot were simply having fun running the plane
around at 70 - 75 % power with rich mixture to break in the engine. It
was burning 19.5 Gal/Hr at this rate. Greg (Joe's dad, ATP and examiner
for ATP's) is the other test pilot, and between the two of them they
were tag teaming the fly off hours. By the end of the day, we had 9.2
hours on the hobbs and I started the first oil change in prep for
tomorrows marathon. The outside air temp was 90 - 95 on the ground at
1040 MSL and at 7500 MSL it was 71 degrees. Greg's felt a slight sake
and different engine sound briefly on the last flight of the day and
then the cylinder temp coming down a fair amount. His thoughts so far
is that the rings may be finally seating in place. Does this sound
right? I also notice some light blue dust around some of the injectors.
The only blue I know is the dye in the 100LL fuel. Is this anything to
be concerned amount?
I will keep everyone posted on my progress from tomorrow.
Thanks
Ray Doerr
40250
N519RV (I still can't belive it is no longer a project)
Message 20
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| Subject: | Re: Fiberglass panel options |
--> RV10-List message posted by: "DejaVu" <wvu@ameritel.net>
I've fitted the panel a few times. Had to cut a 7 X 8" hole in the
sub-panel to the right of the center rib to accomodate the stack. My round
gauges are below the GRT's. They cleared the ribs just fine. The GRT
EFIS's are 3" deep so I positioned them low enough to clear the ribs. I had
another alum panel cut and bypassed most of the lower bar. The ends of this
bar are riveted to the fuse sides so I kept the outter 1.5" of the ends for
this purpose.
Anh
----- Original Message -----
From: "Tim Olson" <Tim@MyRV10.com>
Sent: Saturday, May 27, 2006 8:10 AM
Subject: Re: RV10-List: Fiberglass panel options
>
>
> --> RV10-List message posted by: Tim Olson <Tim@MyRV10.com>
>
> That is true. The biggest problem is when you get the EFIS put right in
> front of the pilot and copilot, it will sit very near the rib. Then,
> if you try to put anything under them, you're stuck. Like on my panel,
> putting the redundant 2-1/4" round gauges is what did me in, and also
> the EIS on the other side. Anyway, I think modding the ribs is going to
> be a common thing for many people. I don't know what mods need to be
> done to get a fiberglass panel in though, unfortunately....out of my
> knowledge base. Anh, have you got yours put in yet? Maybe you can
> comment on what needs to be done with that lower subpanel?
>
> Tim Olson - RV-10 N104CD - Flying
> do not archive
>
>
> DejaVu wrote:
>> --> RV10-List message posted by: "DejaVu" <wvu@ameritel.net>
>>
>> Only if you have 3 Cheltons and two of everything, Tim!:) I have two
>> GRTs side by side and no mods to those ribs.
>> Anh
>>
>> ----- Original Message ----- From: "Tim Olson" <Tim@MyRV10.com>
>> To: <rv10-list@matronics.com>
>> Sent: Friday, May 26, 2006 9:57 AM
>> Subject: Re: RV10-List: Fiberglass panel options
>>
>>
>>>
>>>
>>> --> RV10-List message posted by: Tim Olson <Tim@MyRV10.com>
>>>
>>> I can't comment on fiberglass specific mods, but I can tell you
>>> that no matter what kind of panel you go with, you'll probably
>>> need to modify the ribs in the upper forward fuse if you go with
>>> any EFIS product. Those ribs get in the way.
>>>
>>>
>>> Tim Olson - RV-10 N104CD - Flying
>>> do not archive
>>>
>>>
>>> Tom Gesele wrote:
>>>> --> RV10-List message posted by: Tom Gesele <tgesele@optonline.net>
>>>>
>>>> For those who went with one of the after-market fiberglass panels
>>>> available,
>>>> were there any modifications required in the upper fwd fuselage
>>>> assembly?
>>>>
>>>> Also, is there a rough guesstimate of the difference in weight between
>>>> the
>>>> fiberglass and stock panel?
>>>>
>>>> Thanks,
>>>> Tom Gesele #473 - Fuselage
>>>>
>>>>
>>>
>>>
>>>
>>> http://www.matronics.com/Navigator?RV10-List
>>> http://wiki.matronics.com
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>
>>
>>
>>
>> http://www.matronics.com/Navigator?RV10-List
>> http://wiki.matronics.com
>>
>>
>>
>>
>>
>>
>>
>>
>>
>
>
> http://www.matronics.com/Navigator?RV10-List
> http://wiki.matronics.com
>
>
>
Message 21
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--> RV10-List message posted by: Chris W <3edcft6@cox.net>
David Hertner wrote:
> Chris,
>
> I did a search on the Canadian Aircraft Register and the
> registration numbers 'C-FGPC' belong to a Beech 200C turboprop that is
> registered in Calgary Alberta. This retractable RV-4 seems very elusive.
>
I just found another photo of what appears to be the same plane with the
same paint job in my collection of RV photos and this one has a tail
number of "N66PB" So seems it was sold to someone in the USA. That
number does show up in the FAA DB. I also did a search in the NTSB DB
and didn't find any reports there so maybe this isn't the one that had
the gear up landing that someone mentioned.
do not archive
--
Chris W
KE5GIX
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