Today's Message Index:
----------------------
1. 04:19 AM - Re: paint (Jim & Julie Wade)
2. 06:12 AM - Re: Re: paint (RV Builder (Michael Sausen))
3. 06:37 AM - Re: Re: paint (Tim Olson)
4. 07:59 AM - Re: Retractable (Evan and Megan Johnson)
5. 08:25 AM - fiberglass panels (Bev and Jim Sinkbeil)
6. 08:47 AM - Re: N519RV did two very short first Flights today. (John Jessen)
7. 09:24 AM - Re: N519RV did two very short first Flights today. (Dj Merrill)
8. 02:55 PM - Re: N519RV did two very short first Flights today. (Jesse Saint)
9. 04:43 PM - Re: N519RV did two very short first Flights today. (Tim Olson)
10. 05:45 PM - Re: N519RV did two very short first Flights today. (Chris , Susie Darcy)
11. 05:59 PM - 10s in LAS (David McNeill)
12. 07:03 PM - Re: N519RV did two very short first Flights today. (Robert G. Wright)
13. 09:00 PM - Re: N519RV did two very short first Flights today. (Doerr, Ray R [NTK])
14. 09:14 PM - Re: N519RV did two very short first Flights today. (Doerr, Ray R [NTK])
15. 10:01 PM - Hole sizes conduits and static lines (McGANN, Ron)
Message 1
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--> RV10-List message posted by: "Jim & Julie Wade" <jwadejr@hughes.net>
Actually I stole it!!!!!! Flew a Columbia 400 at Sun&Fun. That is the 06 paint
scheme!! Got me a Columbia for 1/3 the price!!!!!!!!
Jim
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=36928#36928
Message 2
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That's funny, I'm thinking about "leveraging" my design from the TBM on
the cover of this month's AOPA Pilot.
Michael Sausen
-10 #352 Fuselage
Do not archive
-----Original Message-----
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Jim &
Julie Wade
Sent: Sunday, May 28, 2006 6:15 AM
Subject: RV10-List: Re: paint
--> RV10-List message posted by: "Jim & Julie Wade"
--> <jwadejr@hughes.net>
Actually I stole it!!!!!! Flew a Columbia 400 at Sun&Fun. That is the 06
paint scheme!! Got me a Columbia for 1/3 the price!!!!!!!!
Jim
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=3D36928#36928
=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D
=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D
=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D
=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=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 3
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--> RV10-List message posted by: Tim Olson <Tim@MyRV10.com>
That funny! For some reason, people who know Cirrus's say that mine is
similar to a Cirrus scheme from some year, and my N-Number ends in
CD, like many/most Cirrus's. And when I fly in places, half of the time
people ask "is that a Cirrus?". So I guess I got me one of those for
half price too! Except for the whole parachute thing.
Tim Olson - RV-10 N104CD - Flying
do not archive
Jim & Julie Wade wrote:
> --> RV10-List message posted by: "Jim & Julie Wade" <jwadejr@hughes.net>
>
> Actually I stole it!!!!!! Flew a Columbia 400 at Sun&Fun. That is the 06 paint
scheme!! Got me a Columbia for 1/3 the price!!!!!!!!
> Jim
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=36928#36928
>
>
Message 4
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A fellow in Germany named Klaus Roth built one just recently. It is a
really beautiful job but as others have already stated it flys no
faster...just looks faster. There was a good article in kitplanes about
it written by our friend Ishmael Fuentes. The picture below comes from
Dirk Schlichtenhorst's RV 4 web page. http://www.rv8r.de/welcome.htm....
I personally wont be trying anything like this on my 10 project but I
certainly want to see the results of others efforts. I spoke with at
least one builder who is converting to a taildragger....maybe the same
guy?
Evan Johnson
www.evansaviationproducts.com
(530)247-0375
(530)351-1776 cell
----- Original Message -----
From: RobHickman@aol.com
To: rv10-list@matronics.com
Sent: Saturday, May 27, 2006 7:40 PM
Subject: Re: RV10-List: Retractable
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 5
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| Subject: | fiberglass panels |
Hi,
The panels that we manufacture for SteinAir and Avionics Systems are
very comparable in weight to Van's stock panel. They are deeper and can
accommodate vertically stacked Cheltons without rib modifications. The
panel screws directly into the upper forward fuselage with no
modification needed. An example of a completed panel can be seen on
page 51 of the May issue of Sport Aviation. SteinAir will soon have a
picture on their web site of the completed panel for our RV-10 N203JJ.
In the near future, Van's Aircraft will be offering this panel through
their web site and accessory catalogue.
Regards,
Jim Sinkbeil RV-7A flying
RV-10 almost flying
Message 6
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| Subject: | N519RV did two very short first Flights today. |
--> RV10-List message posted by: "John Jessen" <jjessen@rcn.com>
Ray, congratulations on getting your grin!
I think one of the lessons here for me is to not take off in the first place
if not seeing the correct RPM. You were either under powered or now it
seems over revving. The latter less serious, I conjecture, than the former,
but now that I know one can test the RPM with a $17 gadget to verify that
the electronics are correct, you can bet that will be one of my first steps,
no matter what the electronics are saying. Thanks so much for all the great
information. Taking the time to post this amongst all the excitement is
highly commendable and highly recommended for all of us to do.
One favor. I'm not that good at conceptualizing a math problem and need a
little help with your calculations. 0.5 is indeed 1/3 of 1.5. But, and
this is the conceptual thing that I'm having trouble with, if you're
original was 2 and you're down .5 from that original number, don't you then
figure what percentage that is from the original number? So .5 down from 2
means you are down 1/4, not 1/3? Again, I am horrible at these things, so
please forgive the dumb question.
Again, congratulations!
John Jessen
~328 Tailcone
-----Original Message-----
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Doerr, Ray R
[NTK]
Sent: Saturday, May 27, 2006 9:16 PM
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>
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 7
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| Subject: | Re: N519RV did two very short first Flights today. |
--> RV10-List message posted by: Dj Merrill <deej@deej.net>
>--> <Ray.R.Doerr@sprint.com>
>
>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.
>
>
A search on their website revealed the following:
<http://www2.towerhobbies.com/cgi-bin/WTI0095P?FVSEARCH=tach&FVPROFIL=++&search3=Go>
All of them say you must be within 12 inches of the prop. That is a
little scary, but what really scares me
is "I was about to jump out of the plane and stand in front of the
running prop".
Did you have anyone inside the plane at the controls when you did this?
Your statement is
phrased such that you did this alone, which makes the hairs stand up on
the back of my neck...
Could you have made this measurement from the back side of the prop?
Very glad to hear you worked out the issue, are safe, and that the
plane is going well.
-Dj
Message 8
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| Subject: | N519RV did two very short first Flights today. |
--> RV10-List message posted by: "Jesse Saint" <jesse@itecusa.org>
That's great to hear. Now, for everybody else out there who hasn't done
this yet, don't think your engine is messing up until you have first checked
out your instruments. The engine shop that tested the engine for N256H had
the tach set wrong and realized they took it as high as almost 3,000rpm
while thinking it wasn't giving them the 2,700 they were looking for. This
was not a Dynon, so other instruments have the same issues as well. Great
to hear about the probe too. I'll have to keep my eyes on all that when I
get N415EC flying in about a month, hopefully, with a Dynon FlightDek D180.
Do not archive.
Jesse Saint
I-TEC, Inc.
jesse@itecusa.org
www.itecusa.org
W: 352-465-4545
C: 352-427-0285
-----Original Message-----
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Doerr, Ray R
[NTK]
Sent: Saturday, May 27, 2006 11:16 PM
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>
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 9
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| Subject: | Re: N519RV did two very short first Flights today. |
--> RV10-List message posted by: Tim Olson <Tim@MyRV10.com>
Dj, Ray's not that crazy. ;) He has 2 professional
pilots helping him with the flyoff, so I'm sure it was one
of them running the controls. I can't imagine getting out
of my running plane.
Tim Olson - RV-10 N104CD - Flying
do not archive
Dj Merrill wrote:
> --> RV10-List message posted by: Dj Merrill <deej@deej.net>
>
>
>> --> <Ray.R.Doerr@sprint.com>
>>
>>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.
>>
>>
>
> A search on their website revealed the following:
> <http://www2.towerhobbies.com/cgi-bin/WTI0095P?FVSEARCH=tach&FVPROFIL=++&search3=Go>
>
> All of them say you must be within 12 inches of the prop. That is a
> little scary, but what really scares me
> is "I was about to jump out of the plane and stand in front of the
> running prop".
> Did you have anyone inside the plane at the controls when you did this?
> Your statement is
> phrased such that you did this alone, which makes the hairs stand up on
> the back of my neck...
> Could you have made this measurement from the back side of the prop?
>
> Very glad to hear you worked out the issue, are safe, and that the
> plane is going well.
>
> -Dj
>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
Message 10
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| Subject: | Re: N519RV did two very short first Flights today. |
--> RV10-List message posted by: "Chris , Susie Darcy" <VHMUM@bigpond.com>
2 professional pilots that should have done a static test before first
flight!!!!! Common sense!!
Safety first!!!
Chris
----- Original Message -----
From: "Tim Olson" <Tim@MyRV10.com>
Sent: Monday, May 29, 2006 9:42 AM
Subject: Re: RV10-List: N519RV did two very short first Flights today.
> --> RV10-List message posted by: Tim Olson <Tim@MyRV10.com>
>
> Dj, Ray's not that crazy. ;) He has 2 professional
> pilots helping him with the flyoff, so I'm sure it was one
> of them running the controls. I can't imagine getting out
> of my running plane.
>
> Tim Olson - RV-10 N104CD - Flying
> do not archive
>
>
> Dj Merrill wrote:
>> --> RV10-List message posted by: Dj Merrill <deej@deej.net>
>>
>>
>>> --> <Ray.R.Doerr@sprint.com>
>>>
>>>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.
>>>
>>
>> A search on their website revealed the following:
>> <http://www2.towerhobbies.com/cgi-bin/WTI0095P?FVSEARCH=tach&FVPROFIL=++&search3=Go>
>>
>> All of them say you must be within 12 inches of the prop. That is a
>> little scary, but what really scares me
>> is "I was about to jump out of the plane and stand in front of the
>> running prop".
>> Did you have anyone inside the plane at the controls when you did this?
>> Your statement is
>> phrased such that you did this alone, which makes the hairs stand up on
>> the back of my neck...
>> Could you have made this measurement from the back side of the prop?
>>
>> Very glad to hear you worked out the issue, are safe, and that the
>> plane is going well.
>>
>> -Dj
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>
>
> http://www.matronics.com/Navigator?RV10-List
> http://wiki.matronics.com
>
>
>
Message 11
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--> RV10-List message posted by: "David McNeill" <dlm46007@cox.net>
I am bringing the family to LAS next week and will have a little time to
spare while they see the playground in Circus Circus. Anyone with a 10 at my
stage of completion? finish kit or firewall forward?
Message 12
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| Subject: | N519RV did two very short first Flights today. |
--> RV10-List message posted by: "Robert G. Wright" <armywrights@adelphia.net>
Ok, enough armchair quarterbacking. Ray, thanks for the update, keep the
info coming despite the peanut galleries.
Rob Wright
#392 QB Wings
-----Original Message-----
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Chris , Susie
Darcy
Sent: Sunday, May 28, 2006 7:43 PM
Subject: Re: RV10-List: N519RV did two very short first Flights today.
--> RV10-List message posted by: "Chris , Susie Darcy" <VHMUM@bigpond.com>
2 professional pilots that should have done a static test before first
flight!!!!! Common sense!!
Safety first!!!
Chris
----- Original Message -----
From: "Tim Olson" <Tim@MyRV10.com>
Sent: Monday, May 29, 2006 9:42 AM
Subject: Re: RV10-List: N519RV did two very short first Flights today.
> --> RV10-List message posted by: Tim Olson <Tim@MyRV10.com>
>
> Dj, Ray's not that crazy. ;) He has 2 professional
> pilots helping him with the flyoff, so I'm sure it was one
> of them running the controls. I can't imagine getting out
> of my running plane.
>
> Tim Olson - RV-10 N104CD - Flying
> do not archive
>
>
> Dj Merrill wrote:
>> --> RV10-List message posted by: Dj Merrill <deej@deej.net>
>>
>>
>>> --> <Ray.R.Doerr@sprint.com>
>>>
>>>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.
>>>
>>
>> A search on their website revealed the following:
>>
<http://www2.towerhobbies.com/cgi-bin/WTI0095P?FVSEARCH=tach&FVPROFIL=++&sea
rch3=Go>
>>
>> All of them say you must be within 12 inches of the prop. That is a
>> little scary, but what really scares me
>> is "I was about to jump out of the plane and stand in front of the
>> running prop".
>> Did you have anyone inside the plane at the controls when you did this?
>> Your statement is
>> phrased such that you did this alone, which makes the hairs stand up on
>> the back of my neck...
>> Could you have made this measurement from the back side of the prop?
>>
>> Very glad to hear you worked out the issue, are safe, and that the
>> plane is going well.
>>
>> -Dj
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>
>
> http://www.matronics.com/Navigator?RV10-List
> http://wiki.matronics.com
>
>
>
Message 13
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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>
N519RV update. We now have 16 of our 25 hours flown off. My
two test pilots are extremely impressed with the performance of the 260
HP RV-10. Some of there comments are "Short field performance is better
than a Cessna 182", "More cabin and leg room than a Bonanza and just as
fast or faster", "Acceleration is about 3/4 of a Pitt's S2B with the
same engine", "It's likely easier and more stable to fly than my RV-9".
I asked Greg (ATP pilot examiner) how many hours it would take
for a female student pilot (that he just did her check ride and passed)
to get use to the RV-10 to the point where he would sign her off. His
answer was 8 hours. That just goes to show how easy the RV-10 is to
fly.
I finished changing the oil today and everything ran great. I
should finally be able to fly my own plane this coming weekend once the
25 hours are flown off. I will post some of the stall numbers etc once
we finish up tomorrow. We are going to do weight testing up to 2900 lbs
tomorrow. Today Greg also did some spin testing today with it and said
it was a piece of cake to recover from. These boys are really putting
this bird through its paces and are more impressed with every test they
do.
Thank You
Ray Doerr
N519RV (Flying)
Message 14
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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>
Another way to think of it from a math standpoint is this.
740 A
--- X ---
990 2
What we are trying to find is the relationship between 740 and 990 vs
something is to the value of 2. So (740 x 2)/990 is equal to 1.5.
Thank You
Ray Doerr
N519RV (Flying)
-----Original Message-----
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of John Jessen
Sent: Sunday, May 28, 2006 10:46 AM
Subject: RE: RV10-List: N519RV did two very short first Flights today.
--> RV10-List message posted by: "John Jessen" <jjessen@rcn.com>
Ray, congratulations on getting your grin!
I think one of the lessons here for me is to not take off in the first
place
if not seeing the correct RPM. You were either under powered or now it
seems over revving. The latter less serious, I conjecture, than the
former,
but now that I know one can test the RPM with a $17 gadget to verify
that
the electronics are correct, you can bet that will be one of my first
steps,
no matter what the electronics are saying. Thanks so much for all the
great
information. Taking the time to post this amongst all the excitement is
highly commendable and highly recommended for all of us to do.
One favor. I'm not that good at conceptualizing a math problem and need
a
little help with your calculations. 0.5 is indeed 1/3 of 1.5. But, and
this is the conceptual thing that I'm having trouble with, if you're
original was 2 and you're down .5 from that original number, don't you
then
figure what percentage that is from the original number? So .5 down
from 2
means you are down 1/4, not 1/3? Again, I am horrible at these things,
so
please forgive the dumb question.
Again, congratulations!
John Jessen
~328 Tailcone
-----Original Message-----
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Doerr, Ray R
[NTK]
Sent: Saturday, May 27, 2006 9:16 PM
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>
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 15
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| Subject: | Hole sizes conduits and static lines |
G'day all,
About to start wiring and static plumbing. Does anyone know of
limitations on the size of holes that can be drilled into the fuse
bulkheads/ribs to accommodate conduit and/or bushings? I am
particularly interested in any constraints on the F-1006C bulkhead (at
the tailcone join), for the static pressure lines and potential GRT
AHRS/magnetometer wire runs. I already have a conduit installed under
the baggage and rear set floor pans via 7/8" holes in the F-1005 and
F-1034A bulkheads.
TIA
Ron
187 Fuse/Finishing
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