Today's Message Index:
----------------------
1. 03:11 AM - Re: Access to tries for air (Jack Sargeant)
2. 05:46 AM - Power settings used for Instrument Approaches (Doerr, Ray R [NTK])
3. 06:08 AM - Re: Power settings used for Instrument Approaches (Marcus Cooper)
4. 06:13 AM - Re: Access to tries for air (Marcus Cooper)
5. 06:21 AM - Re: Power settings used for Instrument Approaches (Rob Kermanj)
6. 06:41 AM - Re: NAV Reception (RV Builder (Michael Sausen))
7. 06:51 AM - Re: Access to tries for air (RV Builder (Michael Sausen))
8. 06:55 AM - AW: Access to tries for air (John W. Cox)
9. 07:01 AM - Re: Power settings used for Instrument Approaches (Mark Ritter)
10. 07:33 AM - Re: Re: Access to tries for air ()
11. 07:56 AM - Re: Re: Serious Front Axle Maintenance Issue on the RV-10 (Doerr, Ray R [NTK])
12. 08:42 AM - firewall eyeball question (Jay Brinkmeyer)
13. 09:08 AM - Re: Forest of Tabs (Dan Masys)
14. 09:12 AM - Re: firewall eyeball question (Mike Lauritsen - Work)
15. 09:37 AM - Re: Power settings used for Instrument Approaches (Tim Olson)
16. 09:39 AM - Re: Access to tries for air (Tim Olson)
17. 09:56 AM - Re: Avionics cooling (Doerr, Ray R [NTK])
18. 10:00 AM - Re: Avionics cooling (Tim Dawson-Townsend)
19. 10:02 AM - Re: Access to tries for air (John Ackerman)
20. 10:40 AM - Kwikpath plenum corregated PVDF conduit for fuse cable runs (Jay Brinkmeyer)
21. 12:02 PM - Re: Access to tries for air (Kelly McMullen)
22. 12:36 PM - Re: AW: Access to tries for air (Kelly McMullen)
23. 12:50 PM - Re: Rudder cable fairings (Chris Johnston)
24. 07:52 PM - Re: Power settings used for Instrument Approaches (Rob Wright)
25. 11:38 PM - Required tools for toolbox kit (John R. Lewis)
Message 1
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| Subject: | Access to tries for air |
The main advantage to filling tires (and other things such as air/oil
shocks, etc.) dry nitrogen rather than air is a much lower thermal expansion
ratio so that pressure remains more constant with temperature changes. I
suppose that being clean, dry and oxygen free it would result in less
deterioration of the inner tube but most tires and tubes will be replaced
before that becomes significant.
Jack & Cecilia Sargeant
1127 Patricia St.
Wichita, KS 67208-2642
316/683-5268
-----Original Message-----
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com]On Behalf Of Wayne Edgerton
Sent: Sunday, August 27, 2006 9:34 PM
To: rv10-list@matronics.com
Subject: RV10-List: Access to tries for air
There has been discussions about our ability to pump air into the tires
without removing the wheel fairings. I am researching the possibilty of
getting access doors the same as some production planes have that allows you
to open a small door to service the tire. If I have any luck I will pass it
along. But someone gave me a suggestion that might eliminate the need for
this. He said to fill the tires with nitrogen and the tires wont go down
hardly ever. I think I'll probably give that a try also. Apparently this is
done often. I'd never heard of it before.
Wayne Edgerton # 40336
Message 2
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| Subject: | Power settings used for Instrument Approaches |
I am currently working on my Instrument ticket in my RV-10. I was
wondering what power settings people are using for approach speeds? I
was using something like 19" and 1900 rpm with 10 degree of flaps for a
90 Knot straight and level, but then when you are doing down the 3
degree glideslopp it would be like 1900 rpm and 13". But then this is
no good if you need to go around. because now you have to bother with
prop and throttle at a time where you only have 200 ft above the ground.
I was going to try some power settings tomorrow with the rpm somewhere
between 2400 - 2500 and then just figure out what MAP I need for
staright and level at 90 knots and then what I need going down the glide
slope. Can other share what they use for this?
Thanks
Ray Doerr
Message 3
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| Subject: | Power settings used for Instrument Approaches |
Ray,
I don't have any specific numbers, but as you alluded to you definitely
want the prop at high RPM, all the way in. Besides giving you the best
option for a go-around, it also will help you descend faster if required
since it acts a little like a brake with the throttle way back. Realize too
that the numbers you come up with will vary slightly based on the conditions
(altitude & temp) for your approaches. I'm more of a "if I'm slow I'll push
in the power" kind of guy, although some initial starting numbers would make
your life a lot more simple as you learn the instrument crosscheck.
BTW, I am hugely impressed with the -10 (in my whopping 12 hours TT so far)
as an instrument platform. Rock steady and very predictable, even in a
little turbulence. The TruTrak is working very well also which really
makes things simple.
Good Luck,
Marcus
Do not archive
_____
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Doerr, Ray R
[NTK]
Sent: Monday, August 28, 2006 8:45 AM
Subject: RV10-List: Power settings used for Instrument Approaches
I am currently working on my Instrument ticket in my RV-10. I was
wondering what power settings people are using for approach speeds? I was
using something like 19" and 1900 rpm with 10 degree of flaps for a 90 Knot
straight and level, but then when you are doing down the 3 degree glideslopp
it would be like 1900 rpm and 13". But then this is no good if you need to
go around. because now you have to bother with prop and throttle at a time
where you only have 200 ft above the ground. I was going to try some power
settings tomorrow with the rpm somewhere between 2400 - 2500 and then just
figure out what MAP I need for staright and level at 90 knots and then what
I need going down the glide slope. Can other share what they use for this?
Thanks
Ray Doerr
Message 4
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| Subject: | Access to tries for air |
I know the high pressure tires use nitrogen from an explosive resistance
standpoint as well (If I remember right it was well over 300 psi in the
Hornet when ready for carrier landings), but I have 2 questions for
practicality for GA airplanes. What is the availability of nitrogen at the
standard airport? Also, is there any danger in mixing Nitrogen and regular
compressed air if you do need to top it off a little and there's no Nitrogen
around?
Marcus
Do not archive
_____
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Jack Sargeant
Sent: Monday, August 28, 2006 6:10 AM
Subject: RE: RV10-List: Access to tries for air
The main advantage to filling tires (and other things such as air/oil
shocks, etc.) dry nitrogen rather than air is a much lower thermal expansion
ratio so that pressure remains more constant with temperature changes. I
suppose that being clean, dry and oxygen free it would result in less
deterioration of the inner tube but most tires and tubes will be replaced
before that becomes significant.
Jack & Cecilia Sargeant
1127 Patricia St.
Wichita, KS 67208-2642
316/683-5268
-----Original Message-----
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com]On Behalf Of Wayne Edgerton
Sent: Sunday, August 27, 2006 9:34 PM
Subject: RV10-List: Access to tries for air
There has been discussions about our ability to pump air into the tires
without removing the wheel fairings. I am researching the possibilty of
getting access doors the same as some production planes have that allows you
to open a small door to service the tire. If I have any luck I will pass it
along. But someone gave me a suggestion that might eliminate the need for
this. He said to fill the tires with nitrogen and the tires wont go down
hardly ever. I think I'll probably give that a try also. Apparently this is
done often. I'd never heard of it before.
Wayne Edgerton # 40336
s.com/Navigator?RV10-List
Message 5
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| Subject: | Re: Power settings used for Instrument Approaches |
--> RV10-List message posted by: Rob Kermanj <flysrv10@gmail.com>
I am doing what you plan to do on your next try. Throttle full in,
mixture rich and ready for go-around. I adjust the MP for about
1800-1900 RPM.
Do not archive
On Aug 28, 2006, at 8:44 AM, Doerr, Ray R [NTK] wrote:
> I am currently working on my Instrument ticket in my RV-10. I
> was wondering what power settings people are using for approach
> speeds? I was using something like 19" and 1900 rpm with 10 degree
> of flaps for a 90 Knot straight and level, but then when you are
> doing down the 3 degree glideslopp it would be like 1900 rpm and
> 13". But then this is no good if you need to go around. because
> now you have to bother with prop and throttle at a time where you
> only have 200 ft above the ground. I was going to try some power
> settings tomorrow with the rpm somewhere between 2400 - 2500 and
> then just figure out what MAP I need for staright and level at 90
> knots and then what I need going down the glide slope. Can other
> share what they use for this?
>
>
> Thanks
>
> Ray Doerr
>
>
> <winmail.dat>
Message 6
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I stole an idea from Dan Checkoway's site and used some aluminum HVAC
tape to increase the contact area of the antenna/wing. You can look
around his site for the info and I have a little info here:
http://www.mykitlog.com/users/category.php?user=msausen&project=22&ca
teg
ory=624
Michael Sausen
________________________________
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Marcus Cooper
Sent: Sunday, August 27, 2006 8:47 PM
Subject: RE: RV10-List: NAV Reception
I attached the nutplates through the antenna base that hold the wingtips
on per the instructions. Is anyone going beyond this?
Marcus
________________________________
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of
LessDragProd@aol.com
Sent: Sunday, August 27, 2006 5:46 PM
Subject: Re: RV10-List: NAV Reception
Make certain that the base of the Archer antenna is grounded to the wing
skin aluminum along the full length of the antenna base.
Jim Ayers
In a message dated 08/27/2006 1:25:00 PM Pacific Daylight Time,
coop85@bellsouth.net writes:
--> RV10-List message posted by: "Marcus Cooper"
<coop85@bellsouth.net>
Second question: I am not getting any NAV signal to my Garmin
480 and the
SL-30 is very weak, usually non-existent as I cruise around
trying different
stations. They are on separate antennas, one Bob Archer antenna
in each
wingtip. Any suggestions to improve the reception would be
deeply
appreciated.
Marcus
Message 7
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| Subject: | Access to tries for air |
Considering regular air is already 78% nitrogen, I doubt there would be
any problem adding compressed air to a nitrogen filled tire.
Michael Sausen
________________________________
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Marcus Cooper
Sent: Monday, August 28, 2006 8:13 AM
Subject: RE: RV10-List: Access to tries for air
I know the high pressure tires use nitrogen from an explosive resistance
standpoint as well (If I remember right it was well over 300 psi in the
Hornet when ready for carrier landings), but I have 2 questions for
practicality for GA airplanes. What is the availability of nitrogen at
the standard airport? Also, is there any danger in mixing Nitrogen and
regular compressed air if you do need to top it off a little and there's
no Nitrogen around?
Marcus
Do not archive
________________________________
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Jack Sargeant
Sent: Monday, August 28, 2006 6:10 AM
Subject: RE: RV10-List: Access to tries for air
The main advantage to filling tires (and other things such as air/oil
shocks, etc.) dry nitrogen rather than air is a much lower thermal
expansion ratio so that pressure remains more constant with temperature
changes. I suppose that being clean, dry and oxygen free it would
result in less deterioration of the inner tube but most tires and tubes
will be replaced before that becomes significant.
Jack & Cecilia Sargeant
1127 Patricia St.
Wichita, KS 67208-2642
316/683-5268
-----Original Message-----
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com]On Behalf Of Wayne Edgerton
Sent: Sunday, August 27, 2006 9:34 PM
To: rv10-list@matronics.com
Subject: RV10-List: Access to tries for air
There has been discussions about our ability to pump air into
the tires without removing the wheel fairings. I am researching the
possibilty of getting access doors the same as some production planes
have that allows you to open a small door to service the tire. If I have
any luck I will pass it along. But someone gave me a suggestion that
might eliminate the need for this. He said to fill the tires with
nitrogen and the tires wont go down hardly ever. I think I'll probably
give that a try also. Apparently this is done often. I'd never heard of
it before.
Wayne Edgerton # 40336
s.com/Navigator?RV10-List
Message 8
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| Subject: | Access to tries for air |
Almost every FBO uses dry nitrogen tanks - all turbine aircraft do.
Compressed air contains moisture, ozone (extremely low) and oxygen which
bring both corrosion of the rims and oxidized rubber to the table in the
very long term. The only danger is over the life of the aircraft to the
wheel halves and tire carcase. Pressure is no different so it is not
self apparent to those who chose to take corners. Check with your local
welding supply company on the long-term cost of a nitrogen tank. Air
carriers have to discard perfectly good tires if they are accidently
filled with air. Fire suppression upon a brake fire is the other reason
for nitrogen filled tires. But then air carriers use phosphate ester
(Skydrol) instead of H-5606 hydraulic fluid for additional protection.
John Cox - in Germany at the moment
Do not Archive
________________________________
Von: owner-rv10-list-server@matronics.com im Auftrag von Marcus Cooper
Gesendet: Mo 8/28/2006 6:13
An: rv10-list@matronics.com
Betreff: RE: RV10-List: Access to tries for air
I know the high pressure tires use nitrogen from an explosive resistance
standpoint as well (If I remember right it was well over 300 psi in the
Hornet when ready for carrier landings), but I have 2 questions for
practicality for GA airplanes. What is the availability of nitrogen at
the standard airport? Also, is there any danger in mixing Nitrogen and
regular compressed air if you do need to top it off a little and there's
no Nitrogen around?
Marcus
Do not archive
Message 9
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| Subject: | Re: Power settings used for Instrument Approaches |
--> RV10-List message posted by: "Mark Ritter" <mritter509@msn.com>
Try mixture full rich and prop at high rpm. Use throttle to adjust rate of
decent. With this setup on a go-around all you have to do is push in the
thottle and raise the flaps.
I use an AOA which seems to make the landing process consistent no matter
weight, bank angle or tubulence.
Mark (N410MR)
>From: Rob Kermanj <flysrv10@gmail.com>
>To: rv10-list@matronics.com
>Subject: Re: RV10-List: Power settings used for Instrument Approaches
>Date: Mon, 28 Aug 2006 09:21:17 -0400
>
>--> RV10-List message posted by: Rob Kermanj <flysrv10@gmail.com>
>
>I am doing what you plan to do on your next try. Throttle full in,
>mixture rich and ready for go-around. I adjust the MP for about 1800-1900
>RPM.
>
>Do not archive
>
>On Aug 28, 2006, at 8:44 AM, Doerr, Ray R [NTK] wrote:
>
>> I am currently working on my Instrument ticket in my RV-10. I was
>>wondering what power settings people are using for approach speeds? I
>>was using something like 19" and 1900 rpm with 10 degree of flaps for a
>>90 Knot straight and level, but then when you are doing down the 3 degree
>>glideslopp it would be like 1900 rpm and 13". But then this is no good
>>if you need to go around. because now you have to bother with prop and
>>throttle at a time where you only have 200 ft above the ground. I was
>>going to try some power settings tomorrow with the rpm somewhere between
>>2400 - 2500 and then just figure out what MAP I need for staright and
>>level at 90 knots and then what I need going down the glide slope. Can
>>other share what they use for this?
>>
>>
>>
>>
>>
>>
>>
>>Thanks
>>
>>Ray Doerr
>>
>>
>>
>>
>><winmail.dat>
>
>
Message 10
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| Subject: | Re: Access to tries for air |
--> RV10-List message posted by: <rvmail@thelefflers.com>
Nitrogen should be available at most FBOs. Pipers use nitrogen to inflate the
struts. I've not encountered a problem getting nitrogen for my Cherokee 180.
Although, I admit my sampling is small.
>
> From: "Marcus Cooper" <coop85@bellsouth.net>
> Date: 2006/08/28 Mon AM 09:13:01 EDT
> To: <rv10-list@matronics.com>
> Subject: RE: RV10-List: Access to tries for air
>
> practicality for GA airplanes. What is the availability of nitrogen at the
> standard airport? Also, is there any danger in mixing Nitrogen and regular
> compressed air if you do need to top it off a little and there's no Nitrogen
> around?
>
>
Message 11
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| Subject: | Re: Serious Front Axle Maintenance Issue on the RV-10 |
--> RV10-List message posted by: "Doerr, Ray R [NTK]" <Ray.R.Doerr@sprint.com>
I have a ratchet strap around 6 - 50 lbs bags of gravel (300 lbs total) that I
connect to the tail tie down.
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
-----Original Message-----
From: owner-rv10-list-server@matronics.com [mailto:owner-rv10-list-server@matronics.com] On Behalf Of bcondrey
Sent: Wednesday, August 23, 2006 9:44 AM
Subject: RV10-List: Re: Serious Front Axle Maintenance Issue on the RV-10
--> RV10-List message posted by: "bcondrey" <bob.condrey@baesystems.com>
I just talked w/Tom at Van's and his suggestion is to check spacing with a feeler
gauge and adjust the axle accordingly. He also said that behavior would be
possibly be very different with the wheel off the ground than with full weight
on it.
I guess I'll be measuring and adjusting the front axle length tonight...
On related note - what's the best way to jack up the plane for nose wheel work?
I've been using my engine hoist but assume there's another option for "in the
field" work.
Bob
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=56657#56657
Message 12
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| Subject: | firewall eyeball question |
--> RV10-List message posted by: Jay Brinkmeyer <jaybrinkmeyer@yahoo.com>
I'm wanting to install firewall eyeballs in my firewall before attaching the
side skins... The Vans store lists:
Steel Bulkhead Fitting -- Part No: EYEBALL SE961-125S
Bulkhead carry through assembly for control cables or wiring. Hole size 1/8",
can be enlarged up to 0.26" as required.
Does anyone know if this part provides adequate hole clearance for the ($500!)
Vans RV-10 throttle quadrant cables?
At the risk of starting a flame war... SS eyeballs are preferred, right?
Thanks,
Jay
Slooow building everything
__________________________________________________
Message 13
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|
--> RV10-List message posted by: Dan Masys <dmasys@cox.net>
B&C has several different configurations of 'forest of tabs' grounding plates:
http://www.bandcspecialty.com/cgi-bin/ez-catalog/cat_display.cgi?26X358218
-Dan Masys
FWF and panel
---- Steven DiNieri <capsteve@adelphia.net> wrote:
> --> RV10-List message posted by: "Steven DiNieri" <capsteve@adelphia.net>
>
> Where did you find those connectors?
> steve
>
> > --> RV10-List message posted by: Deems Davis <deemsdavis@cox.net>
> >
> > Where have people mounted their forest of grounding tabs?
> >
> > Deems Davis # 406
> > Fuse/Finishing/Panel
> > http://deemsrv10.com/
>
>
>
> Here is one option. There are two similar ground connectors mounted above
> and below the triangular reinforcement where the firewall and top longeron
> meet. There are at least thirty ground pins available in each connector.
> The paint was removed under the mounting. I am planning to also terminate
> the large ground lead from the engine on the same triangular reinforcement.
>
> Dick Sipp #65
> Finishing
>
> --
>
>
>
> --
>
>
>
>
>
>
Message 14
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| Subject: | firewall eyeball question |
--> RV10-List message posted by: "Mike Lauritsen - Work" <mike@cleavelandtool.com>
We sell both the Steel (plated not stainless) and the Aluminum pass-through.
Both can be enlarged, but the Aluminum come out much nicer. My theory is
that if you burn through the 3/4" of Aluminum, you have a bigger problem
(like all of the 1/8" rivets going through the firewall). I don't know but
I would guess the cables are larger than 1/4". The Aluminum eyeball you can
drill up to 5/8" before running into problems.
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 Jay Brinkmeyer
Sent: Monday, August 28, 2006 10:40 AM
Subject: RV10-List: firewall eyeball question
--> RV10-List message posted by: Jay Brinkmeyer <jaybrinkmeyer@yahoo.com>
I'm wanting to install firewall eyeballs in my firewall before attaching the
side skins... The Vans store lists:
Steel Bulkhead Fitting -- Part No: EYEBALL SE961-125S
Bulkhead carry through assembly for control cables or wiring. Hole size
1/8",
can be enlarged up to 0.26" as required.
Does anyone know if this part provides adequate hole clearance for the
($500!)
Vans RV-10 throttle quadrant cables?
At the risk of starting a flame war... SS eyeballs are preferred, right?
Thanks,
Jay
Slooow building everything
__________________________________________________
Message 15
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| Subject: | Re: Power settings used for Instrument Approaches |
--> RV10-List message posted by: Tim Olson <Tim@MyRV10.com>
Ray,
You should find that if you go full forward on the prop,
at lower MP's you'll not get 2400 RPM....you may only
get 1900-2000 rpm on a low power descent. So really
all you need to do is go full-forward on the prop, and
fly an ILS a few times, and you'll find the MP that you
like to use for keeping the glideslope on your
airframe/engine/prop combo.
The other replies are right on....the -10 is a great
Instrument platform. About the only thing that makes
it not perfect is having a stick in the center where
your charts would sit....but that necessary evil
also makes it a great plane to fly, so it's just a minor
tradeoff.
Tim Olson - RV-10 N104CD - Flying
do not archive
Doerr, Ray R [NTK] wrote:
> I am currently working on my Instrument ticket in my RV-10. I was
> wondering what power settings people are using for approach speeds?
> I was using something like 19" and 1900 rpm with 10 degree of flaps
> for a 90 Knot straight and level, but then when you are doing down
> the 3 degree glideslopp it would be like 1900 rpm and 13". But then
> this is no good if you need to go around. because now you have to
> bother with prop and throttle at a time where you only have 200 ft
> above the ground. I was going to try some power settings tomorrow
> with the rpm somewhere between 2400 - 2500 and then just figure out
> what MAP I need for staright and level at 90 knots and then what I
> need going down the glide slope. Can other share what they use for
> this?
>
>
>
>
>
>
>
> Thanks
>
> Ray Doerr
>
>
>
>
Message 16
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| Subject: | Re: Access to tries for air |
--> RV10-List message posted by: Tim Olson <Tim@MyRV10.com>
Marcus, Air is 80% (roughly) Nitrogen to begin with. No, if you
have Nitrogen, that would be perfect, but if you add air to
it, there is just plain nothing that makes that bad. Now if
you were to say you wanted to add Oxygen, we'd be talking a
different story.
Tim Olson - RV-10 N104CD - Flying
do not archive
Marcus Cooper wrote:
> I know the high pressure tires use nitrogen from an explosive resistance
> standpoint as well (If I remember right it was well over 300 psi in the
> Hornet when ready for carrier landings), but I have 2 questions for
> practicality for GA airplanes. What is the availability of nitrogen at
> the standard airport? Also, is there any danger in mixing Nitrogen and
> regular compressed air if you do need to top it off a little and theres
> no Nitrogen around?
>
>
>
> Marcus
>
>
>
> Do not archive
>
>
>
> ------------------------------------------------------------------------
>
> *From:* owner-rv10-list-server@matronics.com
> [mailto:owner-rv10-list-server@matronics.com] *On Behalf Of *Jack Sargeant
> *Sent:* Monday, August 28, 2006 6:10 AM
> *To:* rv10-list@matronics.com
> *Subject:* RE: RV10-List: Access to tries for air
>
>
>
> The main advantage to filling tires (and other things such as air/oil
> shocks, etc.) dry nitrogen rather than air is a much lower thermal
> expansion ratio so that pressure remains more constant with temperature
> changes. I suppose that being clean, dry and oxygen free it
> would result in less deterioration of the inner tube but most tires and
> tubes will be replaced before that becomes significant.
>
>
>
> Jack & Cecilia Sargeant
> 1127 Patricia St.
> Wichita, KS 67208-2642
> 316/683-5268
>
> -----Original Message-----
> *From:* owner-rv10-list-server@matronics.com
> [mailto:owner-rv10-list-server@matronics.com]*On Behalf Of *Wayne
> Edgerton
> *Sent:* Sunday, August 27, 2006 9:34 PM
> *To:* rv10-list@matronics.com
> *Subject:* RV10-List: Access to tries for air
>
> There has been discussions about our ability to pump air into the
> tires without removing the wheel fairings. I am researching the
> possibilty of getting access doors the same as some production
> planes have that allows you to open a small door to service the
> tire. If I have any luck I will pass it along. But someone gave me a
> suggestion that might eliminate the need for this. He said to fill
> the tires with nitrogen and the tires wont go down hardly ever. I
> think I'll probably give that a try also. Apparently this is done
> often. I'd never heard of it before.
>
>
>
> Wayne Edgerton # 40336
>
> * *
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> *s.com/Navigator?RV10-List*
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Message 17
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| Subject: | Avionics cooling |
--> RV10-List message posted by: "Doerr, Ray R [NTK]" <Ray.R.Doerr@sprint.com>
I have the 3 port ameriking fan which connects to both 430's and the transponder,
but both of my Dynon's (small versions) don't have any cooling and I've found
that in the hot sun while flying the EFIS which is mounted at the top of the
panel is alarming with high internal temp and the screen changes to a gray scale
instead of the normal color screen. In working with Dynon, they said it
will still function but is outside the temperature limits in which they calibrated
the unit, so it may not be as accurate.
Thank You
Ray Doerr
-----Original Message-----
From: owner-rv10-list-server@matronics.com [mailto:owner-rv10-list-server@matronics.com] On Behalf Of Jesse Saint
Sent: Sunday, August 27, 2006 8:47 PM
Subject: RE: RV10-List: Avionics cooling
--> RV10-List message posted by: "Jesse Saint" <jesse@itecusa.org>
We have installed an AmeriKing cooling fan 3 or 5 ports with lines running
to the back of the radio stack, but nothing for the Dynons. Haven't had any
problems. Do you have a way of checking the temp at specific places behind
the instrument panel to make sure it is heat that is causing the problem in
the Dynon? I would agree that running a decent sized hose from the right
side air vent to somewhere behind the panel for a flight might narrow down
the possible problems.
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 Marcus Cooper
Sent: Sunday, August 27, 2006 4:17 PM
Subject: RV10-List: Avionics cooling
--> RV10-List message posted by: "Marcus Cooper" <coop85@bellsouth.net>
I have 12 hours on the RV-10 and for the most part all is going well. I
have a fairly warm tunnel that I'll apply the techniques offered here to
fix. I have two other issues I'll address in separate messages.
My avionics are getting REALLY warm, in fact the DYNON is running really
slow (hit the timer function and it counts up at about 30% normal speed).
What sort of methods are you guys using to keep things under control. I
remember several comments about computer fans and that seems like a good
idea. I also considered running a blast tube off the ventilation scoop and
direct fresh, cool air behind the panel at a slight loss to passenger
comfort.
Thanks,
Marcus
Do not archive
--
--
Message 18
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| Subject: | Avionics cooling |
--> RV10-List message posted by: "Tim Dawson-Townsend" <Tdawson@Avidyne.com>
Hmm. An EFIS that is "outside the temperature limits . . . so it may not
be as accurate " - that's kind of scary.
TDT
40025
-----Original Message-----
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Doerr, Ray R
[NTK]
Sent: Monday, August 28, 2006 12:51 PM
Subject: RE: RV10-List: Avionics cooling
--> RV10-List message posted by: "Doerr, Ray R [NTK]"
<Ray.R.Doerr@sprint.com>
I have the 3 port ameriking fan which connects to both 430's and the
transponder, but both of my Dynon's (small versions) don't have any
cooling and I've found that in the hot sun while flying the EFIS which
is mounted at the top of the panel is alarming with high internal temp
and the screen changes to a gray scale instead of the normal color
screen. In working with Dynon, they said it will still function but is
outside the temperature limits in which they calibrated the unit, so it
may not be as accurate.
Thank You
Ray Doerr
-----Original Message-----
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Jesse Saint
Sent: Sunday, August 27, 2006 8:47 PM
Subject: RE: RV10-List: Avionics cooling
--> RV10-List message posted by: "Jesse Saint" <jesse@itecusa.org>
We have installed an AmeriKing cooling fan 3 or 5 ports with lines
running
to the back of the radio stack, but nothing for the Dynons. Haven't had
any
problems. Do you have a way of checking the temp at specific places
behind
the instrument panel to make sure it is heat that is causing the problem
in
the Dynon? I would agree that running a decent sized hose from the
right
side air vent to somewhere behind the panel for a flight might narrow
down
the possible problems.
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 Marcus Cooper
Sent: Sunday, August 27, 2006 4:17 PM
Subject: RV10-List: Avionics cooling
--> RV10-List message posted by: "Marcus Cooper" <coop85@bellsouth.net>
I have 12 hours on the RV-10 and for the most part all is going well. I
have a fairly warm tunnel that I'll apply the techniques offered here to
fix. I have two other issues I'll address in separate messages.
My avionics are getting REALLY warm, in fact the DYNON is running really
slow (hit the timer function and it counts up at about 30% normal
speed).
What sort of methods are you guys using to keep things under control. I
remember several comments about computer fans and that seems like a good
idea. I also considered running a blast tube off the ventilation scoop
and
direct fresh, cool air behind the panel at a slight loss to passenger
comfort.
Thanks,
Marcus
Do not archive
--
--
Message 19
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| Subject: | Re: Access to tries for air |
--> RV10-List message posted by: John Ackerman <johnag5b@cableone.net>
> The main advantage to filling tires... (with) dry nitrogen... isa
> much lower thermal expansion ratio...
_Gaseous_ air and nitrogen have very nearly identical thermal expansion
ratios. The physical description of this follows from the gas laws, so
that P1/P2 = T1/T2 where P is pressure and T is temperature on an
absolute scale like Kelvin or Rankine is a very good aproximation.
Worst case: If the "air" contains a mist of water droplets, this liquid
water might keep on collecting inside the tire/tube with repeated
fillings. If the the tire contains a heckuva lot of liquid water, and
if it were to heat up under hard braking to, say, 250 F, the pressure
increase due to evaporation of that water would be an additional 30 psi
over that of a tire filled with "dry" (no liquid water) nitrogen or
air. The dry-gas filled tire in this case would have about an 80%
increase in pressure, assuming it were filled at 50 F. If it "only"
heats to 180 F, the pressure increase due to evaporation would be
about 8 psi. See:
http://en.wikipedia.org/wiki/Vapor_pressure#Water_vapor_pressure
or any chemical handbook, among many other sources.
The "dry" part could conceivably be some advantage in mitigating
corrosion of the wheels _internal_ to the tires, if the compressed air
source were saturated with water, as many are. Thing is, most 10s will
be using inner tubes, so the water may never see the metal parts
(except the valve stem). In the heavy airplane case, it's another story
entirely - higher temps would make all the difference, I think. Might
they also be tubeless?
No harm in using dry nitrogen, especially if the air you would
otherwise be using is of particularly poor quality - like from a
compressor that doesn't get drained periodically.
> I suppose that being clean, dry and oxygen free it wouldresult
> inless deterioration of the inner tube but most tires and tubes will
> be replaced before that becomes significant.
I agree. The thing is sitting in an air environment, after all.
John Ackerman 40458
Message 20
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| Subject: | Kwikpath plenum corregated PVDF conduit for fuse cable runs |
--> RV10-List message posted by: Jay Brinkmeyer <jaybrinkmeyer@yahoo.com>
I found an outfit that will ship small quantities of fuse conduit used to plumb
the cabin midsection. I believe this product is similar to that referred to in
an eariler posting by TimO (he said 10 feet should do it).
Note that the vendors I've spoken with in the past don't like to ship small or
custom quantities... Accutech (see below) will ship whatever length desired.
Cheers,
Jay
Product: Plenum Raceway (PVDF - no smoke)
1" conduit @ 1.35/ft + shipping
partNumber: KPV100TR productCode: 124065
website:
http://www.ipexinc.com/Content/EN_CA/2_0_Products/2_2_electrical_systems/2_2_1_8_Kwikpath.asp
Search On: "KPV100TR"
submit registration info (ugh!), and then open the doc
"Kwikpath Communication Raceway System"
Ordering:Accutech (http://www.accu-tech.com/branch_losangeles.html)
Ask for... Mark Cutri (714)994-8000
__________________________________________________
Message 21
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| Subject: | Access to tries for air |
--> RV10-List message posted by: Kelly McMullen <kellym@aviating.com>
Also rather doubtful that it makes much difference in the thermal
expansion or leak rate of tires with normal 30-50psi inflation.
Probably the biggest advantage of compressed nitrogen is that it is
moisture free, which a lot of compressed air is not.
Quoting "RV Builder (Michael Sausen)" <rvbuilder@sausen.net>:
> Considering regular air is already 78% nitrogen, I doubt there would be
> any problem adding compressed air to a nitrogen filled tire.
>
> Michael Sausen
>
> ________________________________
>
Message 22
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| Subject: | Re: Access to tries for air |
--> RV10-List message posted by: Kelly McMullen <kellym@aviating.com>
I can buy the argument of nitrogen for turbine aircraft because they
operate at much higher pressure and fly at altitudes where temps are
in the -20 to -60 range. However, your statement that airline tires
filled with air need to be thrown away defies logic. How do they keep
air away from the tires from the time they are made until they are
installed? How do they protect the tires being recapped? Why would it
make any difference if the tire misfilled was simply deflated,
dismounted, and any moisture wiped out? Is there some on line
reference to this policy?
The sum total mention of nitrogen in AC43-13-1B(chg 1) Chapter 9, page
9-11, consists of:
"NOTE: The use of nitrogen to inflate tires is recommended. Do not use
oxygen to inflate tires. Deflate tires prior to removing them from the air-
craft or when built-up tire assemblies are being shipped."
If there were hazards associated with air, you would think it would
get mentioned there. The reference to oxygen is obviously pure oxygen
which of course poses a fire hazard. Skydrol is much more fire
resistant than 5606, so don't see why that should be an issue. I can
see risks for tubeless tires, but GA planes all use tubes, so any
moisture isn't going to get to the inside of the wheel anyway. If you
have a brake fire severe enough to cause a leak or blowout in the
tire, the tire is likely to blow a hole and release all the pressure
very rapidly, and then what is in the tire makes little difference.
Quoting "John W. Cox" <johnwcox@pacificnw.com>:
> Air carriers have to discard perfectly good tires if they are
> accidently filled with air. Fire suppression upon a brake fire is
> the other reason for nitrogen filled tires. But then air carriers
> use phosphate ester (Skydrol) instead of H-5606 hydraulic fluid for
> additional protection.
>
Message 23
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| Subject: | Rudder cable fairings |
--> RV10-List message posted by: "Chris Johnston" <CJohnston@popsound.com>
Hey ben -
I didn't see a response to your query, and I tried to post yesterday and
I don't think it went through. I actually put k1100 nutplates and
screws to hold the fairings, because I wanted them to really cover the
opening, but if you do it that way, the cable is captured in there, and
non-removeable (read serviceable). I stuck the rudder cable sleeve in
there to position the fairing, then marked it and put the nutplates. I
have a pic of it on this page...
http://www.perfectlygoodairplane.net/Tailcone/tailcone8.htm
Also, I did it before I riveted the skin on the tailcone. I think it
would be a pain to do after.
cj
#40410
www.perfectlygoodairplane.net
fuse
-----Original Message-----
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Ben Westfall
Sent: Sunday, August 27, 2006 3:23 PM
Subject: RV10-List: Rudder cable fairings
I am in the middle of riveting the tailcone and wondering if anyone
fitted
the rudder cable fairings (from avery) at this time? Thought it would
be a
ton easier w/o the back deck in place. How are people attaching them?
Also
how far forward or back from the center of the hole do you have to
install
them to leave adequate room for the cable? I was planning to rivet and
proseal them in place covering all but the last 1/3 of the hole or so.
Anyone got any pictures or web links covering the installation? I know
they
are probably pretty simple but I thought I would ask.
-Ben
#40579 riveting the tailcone
Message 24
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| Subject: | Power settings used for Instrument Approaches |
I think you've hit the nail on the head - try different things to see what
begins to work for you. Have two configuration in mind, one with approach
flaps for an ILS (more likely to continue to full stop) and one clean for a
non-precision approach (more likely to go missed due to higher mins). Might
also want to set prop to a higher setting during the approach: 1) it'll slow
you down like big air brake and help with the glideslope, and 2) you only
have to move the throttle on the missed.
Having things always squared on approach won't work after a while; too much
strain on the motor with low MP trying to swing a prop at coarse pitch.
Rob Wright
Do not archive
_____
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Doerr, Ray R
[NTK]
Sent: Monday, August 28, 2006 7:45 AM
Subject: RV10-List: Power settings used for Instrument Approaches
I am currently working on my Instrument ticket in my RV-10. I was
wondering what power settings people are using for approach speeds? I was
using something like 19" and 1900 rpm with 10 degree of flaps for a 90 Knot
straight and level, but then when you are doing down the 3 degree glideslopp
it would be like 1900 rpm and 13". But then this is no good if you need to
go around. because now you have to bother with prop and throttle at a time
where you only have 200 ft above the ground. I was going to try some power
settings tomorrow with the rpm somewhere between 2400 - 2500 and then just
figure out what MAP I need for staright and level at 90 knots and then what
I need going down the glide slope. Can other share what they use for this?
Thanks
Ray Doerr
Message 25
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| Subject: | Required tools for toolbox kit |
I spent a few hours bumming around Vans today, and came home with a stupid
grin on my face because I got to ride in the RV-10. All I've ever flown in
is a Cessna 172. I was absolutely amazed at how the RV-10 performed.
I also came home with the toolbox kit. It seems that I am going to need
quite a few tools. As I am not going to be building my RV-10 right away, I
am going to have trouble convincing my wife that I need to order several
hundred dollars worth of tools from Cleveland or Avery for this little
toolbox project.
What is the minimum list of tools I will need?
Where is a good source for finding what I need used or otherwise discounted?
---
John R. Lewis
john@aspzone.com
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