Today's Message Index:
----------------------
1. 03:00 AM - RV-10 Nose Wheel Safety Issue Update (Russell Daves)
2. 06:25 AM - Re: FW: Rocket-List: Barrett IO-540 (Jesse Saint)
3. 08:56 AM - Re: FW: Rocket-List: Barrett IO-540 (John W. Cox)
4. 10:32 AM - Re: FW: Rocket-List: Barrett IO-540 (jdalton77)
5. 10:50 AM - Barrett IO-540X for sale... (rob ray)
6. 11:37 AM - Re: FW: Rocket-List: Barrett IO-540 (John W. Cox)
7. 03:30 PM - Passed DAR!!!!!!! (Jim & Julie Wade)
8. 04:03 PM - Re: Passed DAR!!!!!!! (Jack Sargeant)
9. 08:27 PM - Elevator control horns (John Gonzalez)
10. 08:41 PM - Fuel lube (Rob Wright)
11. 09:13 PM - Engines and temperatures (kilopapa@antelecom.net)
12. 09:32 PM - Re: Fuel lube (JOHN STARN)
13. 10:02 PM - Re: Engines and temperatures (John W. Cox)
Message 1
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| Subject: | RV-10 Nose Wheel Safety Issue Update |
I lost in flight one of the U-1024's (page 48-17) attached to the 1013C,
bracket along with the mounting screw (Allen head) and lock washer. No
damage occurred on landing.
I had originally thought about drilling the heads of the two mounting
screws and safety wire to the 1013C's but after drilling the heads I
decided that the better method was to drill down through the U-1024,
through the mounting screw, and then run the safety wire back to the
1013 bracket. It worked great. I didn't have my camera at the airport
so I failed to get any pictures.
If both U-1024's had come loose and both 1013C mounting brackets had
shifted back I could have suffered major damage to the nose wheel pant
and possible to the gear leg fairing on landing.
My assumption is that while moving the RV-10 with the tow bar the tow
bar pressure caused the mounting screw to back off the lock washer
enough that during flight the vibration caused the screw to back out far
enough to drop off the U-1024 into somebody's pasture.
A smart move would be to check the tightness of the screw with an Allen
wrench after each use of a Tow Bar to move the airplane or to safety
wire as above.
Russ Daves
N710RV RV-10
First Flight 7/28/06
Message 2
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| Subject: | FW: Rocket-List: Barrett IO-540 |
They already posted that it is an =93angle head=94 engine. I suppose
they meant
(or it means the same thing as) =93angle valve=94.
Do not archive.
Jesse Saint
I-TEC, Inc.
HYPERLINK "mailto:jesse@itecusa.org"jesse@itecusa.org
HYPERLINK "http://www.itecusa.org"www.itecusa.org
W: 352-465-4545
C: 352-427-0285
_____
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Condrey, Bob
(US
SSA)
Sent: Friday, September 29, 2006 7:58 PM
Subject: RE: RV10-List: FW: Rocket-List: Barrett IO-540
Not so fast, it all depends=85 If it started out life as an O-540-A1A5
then
it=92s a parallel valve engine (originally rated at 250HP @ 2575) and a
good
match for an RV-10. If it started out as an IO-540-A1A5 then it=92s an
angle
valve engine (originally rated at 290HP @ 2575 RPM) and won=92t
physically fit
on an RV-10.
Note that Barrett lists 2 variants of the IO-540-X on their web site
that
are VERY different: the =93Light Weight IO-540-X=94 is based on a
parallel valve
engine, the =93Heavy Hitter IO-540-X=94 is based on an angle valve
engine.
It would be easy to identify what this is either by looking at the valve
covers or calling Barrett, but based on the information posted so far,
there=92s no way to tell.
Bob
_____
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of John W. Cox
Sent: Friday, September 29, 2006 4:36 PM
Subject: RV10-List: FW: Rocket-List: Barrett IO-540
This deal is too good not to list on our list.
John Cox #40600
_____
From: owner-rocket-list-server@matronics.com
[mailto:owner-rocket-list-server@matronics.com] On Behalf Of rob ray
Sent: Friday, September 29, 2006 9:01 AM
Subject: Rocket-List: Barrett IO-540
Hi Guys,
My neighbor is selling his brand new (still in crate) Monty Barret built
experimental IO-540-X (A1A5).ser# 8686 It has all the paperwork, dyno
data
and all accessories except the prop governor. $30K. $28K minus the
accessories. It's a great deal, if you haven't checked new IO-540 prices
lately, especially a Barrett engine. I'd buy it if I could...
Rob Ray
863-529-4744
--
9/29/2006
Message 3
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| Subject: | FW: Rocket-List: Barrett IO-540 |
Bob, the grammatically correct answer is it might not fit in the
currently constricting factory offered RV-10 cowl. The mods to a Wholly
Cowl or another variant might just allow such a unit. Weight is far more
important than fitting a cowl which several builders have already
exchanged for an improved version. Has anyone asked the James Group?
Michael.. do you know the answer?
Barrett has confirmed what it is as an engine.
The deal merits an in-depth discussion, so builders better understand
the opportunities and limitations. To my knowledge, only the factory
constricted cowl is currently in use. Vic and Ed are/have installed
modified stock dimensioned engines. Builders are still in the queue for
the new variant cowl.
John #600
________________________________
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Condrey, Bob
(US SSA)
Sent: Friday, September 29, 2006 4:58 PM
Subject: RE: RV10-List: FW: Rocket-List: Barrett IO-540
Not so fast, it all depends... If it started out life as an O-540-A1A5
then it's a parallel valve engine (originally rated at 250HP @ 2575) and
a good match for an RV-10. If it started out as an IO-540-A1A5 then
it's an angle valve engine (originally rated at 290HP @ 2575 RPM) and
won't physically fit on an RV-10.
Note that Barrett lists 2 variants of the IO-540-X on their web site
that are VERY different: the "Light Weight IO-540-X" is based on a
parallel valve engine, the "Heavy Hitter IO-540-X" is based on an angle
valve engine.
It would be easy to identify what this is either by looking at the valve
covers or calling Barrett, but based on the information posted so far,
there's no way to tell.
Bob
________________________________
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of John W. Cox
Sent: Friday, September 29, 2006 4:36 PM
Subject: RV10-List: FW: Rocket-List: Barrett IO-540
This deal is too good not to list on our list.
John Cox #40600
________________________________
From: owner-rocket-list-server@matronics.com
[mailto:owner-rocket-list-server@matronics.com] On Behalf Of rob ray
Sent: Friday, September 29, 2006 9:01 AM
Subject: Rocket-List: Barrett IO-540
Hi Guys,
My neighbor is selling his brand new (still in crate) Monty Barret built
experimental IO-540-X (A1A5).ser# 8686 It has all the paperwork, dyno
data and all accessories except the prop governor. $30K. $28K minus the
accessories. It's a great deal, if you haven't checked new IO-540 prices
lately, especially a Barrett engine. I'd buy it if I could...
Rob Ray
863-529-4744
Message 4
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| Subject: | Re: FW: Rocket-List: Barrett IO-540 |
Does anyone know how Barrett manages to save so much weight on the
lightweight engine. They claim about 60 lbs less than the "normal"
IO-540. Does this make sense for -10 builders.
OK, dumb question from a new builder..... does this mean I have 60lbs
more usueful load (yes, W&B will change I know).
Jeff
----- Original Message -----
From: Jesse Saint
To: rv10-list@matronics.com
Sent: Saturday, September 30, 2006 9:23 AM
Subject: RE: RV10-List: FW: Rocket-List: Barrett IO-540
They already posted that it is an =93angle head=94 engine. I suppose
they meant (or it means the same thing as) =93angle valve=94.
Do not archive.
Jesse Saint
I-TEC, Inc.
jesse@itecusa.org
www.itecusa.org
W: 352-465-4545
C: 352-427-0285
-------------------------------------------------------------------------
-----
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Condrey, Bob
(US SSA)
Sent: Friday, September 29, 2006 7:58 PM
To: rv10-list@matronics.com
Subject: RE: RV10-List: FW: Rocket-List: Barrett IO-540
Not so fast, it all depends=85 If it started out life as an
O-540-A1A5 then it=92s a parallel valve engine (originally rated at
250HP @ 2575) and a good match for an RV-10. If it started out as an
IO-540-A1A5 then it=92s an angle valve engine (originally rated at 290HP
@ 2575 RPM) and won=92t physically fit on an RV-10.
Note that Barrett lists 2 variants of the IO-540-X on their web site
that are VERY different: the =93Light Weight IO-540-X=94 is based on a
parallel valve engine, the =93Heavy Hitter IO-540-X=94 is based on an
angle valve engine.
It would be easy to identify what this is either by looking at the
valve covers or calling Barrett, but based on the information posted so
far, there=92s no way to tell.
Bob
-------------------------------------------------------------------------
-----
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of John W. Cox
Sent: Friday, September 29, 2006 4:36 PM
To: rv10-list@matronics.com
Subject: RV10-List: FW: Rocket-List: Barrett IO-540
This deal is too good not to list on our list.
John Cox #40600
-------------------------------------------------------------------------
-----
From: owner-rocket-list-server@matronics.com
[mailto:owner-rocket-list-server@matronics.com] On Behalf Of rob ray
Sent: Friday, September 29, 2006 9:01 AM
To: rocket-list@matronics.com
Subject: Rocket-List: Barrett IO-540
Hi Guys,
My neighbor is selling his brand new (still in crate) Monty Barret
built experimental IO-540-X (A1A5).ser# 8686 It has all the paperwork,
dyno data and all accessories except the prop governor. $30K. $28K minus
the accessories. It's a great deal, if you haven't checked new IO-540
prices lately, especially a Barrett engine. I'd buy it if I could...
Rob Ray
863-529-4744
--
9/29/2006
Message 5
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| Subject: | Barrett IO-540X for sale... |
Guys,
After many questions here are further details on my neighbors IO-540X for sale.
The engine is an overhauled Barrett IO-540-X experimental Angle Valve engine
with 8.7:1 compression & chrome cyls. It was major overhauled and dynoed in 2004.
It includes a new Skytech starter, New B&C Alt, overhauled injector servo,
Slick Mags, plugs and is preserved in the shipping crate. All the dyno data
and logbooks are complete from Barrett. The engine dynoed 264.2 HP at 2517 RPM.
$30K for everything, $28K minus accessories. (accessories are worth>2K)
My neighbor bought a Glasair project which included this engine, sold the
airplane and now wants to sell the engine to pay for his Howard DGA project. A
win-win scenario for someone who needs a good IO-540...
Rob Ray
863-529-4744
---------------------------------
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Message 6
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| Subject: | FW: Rocket-List: Barrett IO-540 |
Every pound saved is a pound of useful load gained without playing funny
games by artificially increasing gross weight (on paper) over VANS
recommendations. A pound saved forward is a fractional pound saved aft
to keep the CG at the same performance point. This is the reason the MT
three blade composite held so much interest in this project. An
additional pound added up front is often counter-balanced with a
leveraged lesser weight (way back) aft. Hence the reason Boeing 747s
used gold counterweights in the tail and why I have jokingly posted
about depleted Uranium counterweights back in the tail of the RV-10.
John - #600
Do not Archive
________________________________
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of jdalton77
Sent: Saturday, September 30, 2006 10:29 AM
Subject: Re: RV10-List: FW: Rocket-List: Barrett IO-540
Does anyone know how Barrett manages to save so much weight on the
lightweight engine. They claim about 60 lbs less than the "normal"
IO-540. Does this make sense for -10 builders.
OK, dumb question from a new builder..... does this mean I have 60lbs
more usueful load (yes, W&B will change I know).
Jeff
----- Original Message -----
Message 7
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| Subject: | Passed DAR!!!!!!! |
--> RV10-List message posted by: "Jim & Julie Wade" <jwadejr@hughes.net>
Just finished inspection, with zero discrepances!!!
Should fly about Wednesday!!!!!!!
Jim & Julie Wade
40383
Slow Build
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=64871#64871
Attachments:
http://forums.matronics.com//files/pict0752_858.jpg
Message 8
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| Subject: | Passed DAR!!!!!!! |
--> RV10-List message posted by: "Jack Sargeant" <k5wiv@amsat.org>
Congratulations!!! May the fly-off be boring.
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 Jim &
Julie Wade
Sent: Saturday, September 30, 2006 5:29 PM
Subject: RV10-List: Passed DAR!!!!!!!
--> RV10-List message posted by: "Jim & Julie Wade" <jwadejr@hughes.net>
Just finished inspection, with zero discrepances!!!
Should fly about Wednesday!!!!!!!
Jim & Julie Wade
40383
Slow Build
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=64871#64871
Attachments:
http://forums.matronics.com//files/pict0752_858.jpg
Message 9
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| Subject: | Elevator control horns |
--> RV10-List message posted by: "John Gonzalez" <indigoonlatigo@msn.com>
Sorry guys to bring this up again, but it seems that today I spent going
backwards.
I noticed this afternoon while installing my elevator pushrod that once I
clamped down on my connections to the elevator horns that my elevator
counterbalance arms were out of sink with one another. At their most
forward edge, one side was raised by about 3/32" in referencing the top of
the skins. EEEEEE!!!!
Now I know the really great fighter jets use their elevators to aid in roll,
but my situation perhaps might leave me in a slight constant roll to the
right, not what I desire as I am planning doing more that flying circles
over the airport. Maybe this was my benign spiral.
In any case, I thought I drilled my elevator holes as "square as humanly
posible" Perhaps not!!
If not perfectly square once sinched tight, the head of the bolt and the nut
will force the holes to line up and either push/pull,raise/lower or any
combination there of, the second horn into alignment and thus perhaps force
the elevator out "TRAIL" position.
I had that earlier issue with the second hole being too near the bottom edge
due to one horn being higher than the other as it is mounted on the elevator
(due to jigging error)
Now I am forced to do the method of welding or riveting that additional 4130
plate on to the second elevator horn and re drilling. So this got me
thinking.
Riverhead Aero should be making a drilling jig for this aspect of the
project. Basically a block of steel drilled to 3/16" with a saw kerf cut
though the bottom aspect of it so that it would slip over the bottom edge of
the first drilled horn and this jig once clamped would not only keep the
drill going perpendicular while the bit is between the two horns, but the
block would also be on the outside of the first horn to guide the bit upon
initial entry. The blocks thickness being the minimum space between the two
horn+ the saw kerf+ the outside block(1/2") for the outer guide. I know
there is a tooling error in all the horns, so the betweeen space id
different, but he minimum thickness if metal between the two horns and then
the builder could add a popsicle stick to take up the last remaining space.
This assumes that both horn faces are parallel to each other from the get
go.
Just a thought from an anal dentist.
John G.
Message 10
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What's a good Auto-Zone equivalent for fuel-lube to install brake/fuel
lines?
Rob Wright
#392 fuse
Message 11
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| Subject: | Engines and temperatures |
--> RV10-List message posted by: kilopapa@antelecom.net
See the link below for an article by Mike Busch on engine
temps, running LOP and ROP, and proper fuel system
adjustment to control CHT's.
http://www.avweb.com/news/savvyaviator/193242-1.html?type=pf
Kevin
40494
Message 12
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Good question....have used "fuel lube" for 8-10 years...never found
anything else that even comes close. (20+ years as plumbing, heating &
A/C contractor, used lots of pipe dope & misc. sealants) We have had a
35mm film container that's was about 1/2 full that was given to us. Ten
years and still have enough for 5-6 more "conditional inspections".
Anyone out there who has lots...fill a 35mm film can & send it to him.
I'll check here at APV and see if I can find him some. Do Not
Archive.... KABONG HRII N561FS (GBA & GWB)
----- Original Message -----
From: Rob Wright
To: rv10-list@matronics.com
Sent: Saturday, September 30, 2006 8:41 PM
Subject: RV10-List: Fuel lube
What's a good Auto-Zone equivalent for fuel-lube to install brake/fuel
lines?
Rob Wright
#392 fuse
Message 13
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| Subject: | Engines and temperatures |
--> RV10-List message posted by: "John W. Cox" <johnwcox@pacificnw.com>
Comprehensive, In-depth detail, Accurate data and a valued article on
the importance of running cooler temperatures. It only took Jim Hergert
300 hours to replace all six top ends on his Lancair IVP. So much for a
$70,000 engine going TBO. At current rates that means three years
before those who are missing this important step begin to report the
cost of running on the high temperature side of the CHT gauges.
Cowl temperatures, airflow differentials, balanced injectors, fuel flow
rates, oil cooling efficiencies and CHTs are all important discussion
points. Thanks Kevin.
John
40600
-----Original Message-----
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of
kilopapa@antelecom.net
Sent: Saturday, September 30, 2006 9:13 PM
Subject: RV10-List: Engines and temperatures
--> RV10-List message posted by: kilopapa@antelecom.net
See the link below for an article by Mike Busch on engine
temps, running LOP and ROP, and proper fuel system
adjustment to control CHT's.
http://www.avweb.com/news/savvyaviator/193242-1.html?type=pf
Kevin
40494
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