Today's Message Index:
----------------------
1. 07:13 AM - Static problems (Sam Marlow)
2. 07:43 AM - Re: Static problems (James K Hovis)
3. 07:44 AM - Re: Static problems (Rene Felker)
4. 07:58 AM - Some performance numbers now that I have Wheelpants, Gearlegs and Intersect fairing on. Still no paint. (Doerr, Ray R [NTK])
5. 08:20 AM - Re: Some performance numbers now that I have Wheelpants, Gearlegs and Intersect fairing on. Still no paint. (John Jessen)
6. 09:32 AM - Re: Static problems (Dave Saylor)
7. 11:29 AM - Boeing surplus Mesa? (Bill Reining)
8. 01:15 PM - Re: First flight completed (Vernon Smith)
9. 01:45 PM - Re: Boeing surplus Mesa? (Pascal)
10. 02:02 PM - Re: Static problems (Marcus Cooper)
11. 02:11 PM - Re: Boeing surplus Mesa? (John Jessen)
12. 03:00 PM - Forsling exhaust & Van's breather tube (Deems Davis)
13. 04:20 PM - Re: Forsling exhaust & Van's breather tube (gary)
14. 05:31 PM - Re: Forsling exhaust & Van's breather tube (Vernon Smith)
15. 05:31 PM - Re: Oil Cooler (John Ackerman)
16. 05:50 PM - Re: Forsling exhaust & Van's breather tube (Vernon Smith)
17. 06:35 PM - Re: Forsling exhaust & Van's breather tube (Rick)
18. 07:44 PM - Re: Static problems (GenGrumpy@aol.com)
19. 07:54 PM - Painting fuel tanks (The McGough Family)
20. 08:55 PM - Re: Static problems (Sam Marlow)
21. 08:56 PM - Re: Static problems (Sam Marlow)
22. 09:03 PM - Re: Static problems (Sam Marlow)
23. 09:04 PM - Re: Painting fuel tanks, control surfaces (John Gonzalez)
24. 09:05 PM - Re: Static problems (Sam Marlow)
25. 09:10 PM - Re: Static problems (Sam Marlow)
26. 09:29 PM - Re: Painting fuel tanks (Jesse Saint)
27. 10:22 PM - Re: Static problems (AirMike)
Message 1
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I'm having static problems, I think, not sure where to look though.
Indicated airspeed seams to be accurate on the bottom end but 20 to 30
knots slow at cruise, verified with chase plane. The static was checked
and certified IFR by an avionics shop, with no leaks. Looking for
ideas......
Thanks,
Sam
Message 2
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| Subject: | Re: Static problems |
Most likely the place where your static source is portted to the
outside is experiencing some turbulence that is raising the
free-stream pressure of the air. Airspeed is measured by taking the
dynamic (pitot) and static pressure difference and calculating the
airspeed with a mechanical computer. Changing your static port
location, seeing if there's a skin mismatch or even a burr near the
port may help. Calibrating the airspeed indication systems is one
reason why production aircraft fly with an extremely long pitot/static
boom during initial flight testing.
Kevin H.
On 6/25/07, Sam Marlow <sam@fr8dog.net> wrote:
> I'm having static problems, I think, not sure where to look though.
> Indicated airspeed seams to be accurate on the bottom end but 20 to 30
> knots slow at cruise, verified with chase plane. The static was checked
> and certified IFR by an avionics shop, with no leaks. Looking for
> ideas......
> Thanks,
> Sam
>
Message 3
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What type of static ports did you install. Are they flush with the
skin/paint?
Rene' Felker
N423CF
40322
801-721-6080
_____
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Sam Marlow
Sent: Monday, June 25, 2007 8:13 AM
Subject: RV10-List: Static problems
I'm having static problems, I think, not sure where to look though.
Indicated airspeed seams to be accurate on the bottom end but 20 to 30 knots
slow at cruise, verified with chase plane. The static was checked and
certified IFR by an avionics shop, with no leaks. Looking for ideas......
Thanks,
Sam
Message 4
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| Subject: | Some performance numbers now that I have Wheelpants, Gearlegs |
and Intersect fairing on. Still no paint.
Now that I have wheel pants, gear legs and intersect fairings on it was time to
go out and do some speed runs. I have been feeling the "need for speed" now
for almost one year, ever since I started flying my RV-10 (N519RV). Anyway I
finally finished the fairing and went out to record some data.
I had the autopilot fly with using 90 degree ground tracks.
Legend
------
TRK - GPS Ground Track
IAS - Indicated Air Speed
TAS - True Air Speed from Dynon EFIS
GS - GPS Ground Speed
OAT - Outside Air Temperature from Dynon EFIS
MAP - Manifold Pressure
RPM - Engine RPM
FF - Fuel Flow from Dynon EMS ( Calibration is bang on)
ALT - Indicated Altitude
DA - Density Altitude from Dynon EFIS
Test run using wide open throttle at 8500 indicated using 2450 RPM and 50 degrees
RICH of peak. Flying weight was approx 2480.
TRK IAS TAS GS OAT MAP RPM FF ALT DA
-----------------------------------------------------
0 139 164 164 59 21.8 2450 14.6 8500 10560
90 138 162 175 59 21.8 2450 14.6 8500 10560
180 139 164 172 60 21.8 2450 14.6 8500 10600
270 139 164 162 60 21.8 2450 14.5 8500 10600
----
168.25 for TAS using 4 way GPS Average
Test run using wide open throttle at 8500 indicated using 2450 RPM and 50 degrees
LEAN of peak. Flying weight was approx 2450.
TRK IAS TAS GS OAT MAP RPM FF ALT DA
-----------------------------------------------------
0 132 155 157 60 21.8 2450 11.2 8500 10580
90 130 155 165 59 21.8 2450 11.2 8500 10580
180 132 155 162 59 21.8 2450 10.9 8500 10560
270 133 156 155 59 21.8 2450 11.1 8500 10530
----
159.75 for TAS using 4 way GPS Average
Test run using wide open throttle at 11500 indicated using 2300 RPM and 50 degrees
LEAN of peak. Flying weight was approx 2420.
TRK IAS TAS GS OAT MAP RPM FF ALT DA
-----------------------------------------------------
0 120 147 145 49 19.5 2300 9.2 11500 13600
90 120 147 161 49 19.5 2300 9.1 11500 13600
180 121 150 162 49 19.5 2300 9.1 11500 13600
270 120 147 143 49 19.5 2300 9.2 11500 13600
----
152.75 for TAS using 4 way GPS Average
Test run using wide open throttle at 11500 indicated using 2450 RPM and 50 degrees
LEAN of peak. Flying weight was approx 2390.
TRK IAS TAS GS OAT MAP RPM FF ALT DA
-----------------------------------------------------
0 120 147 144 48 19.2 2450 9.8 11500 13500
90 121 149 161 48 19.3 2450 9.7 11500 13500
180 122 150 160 48 19.4 2450 9.9 11500 13500
270 125 153 147 48 19.4 2450 9.9 11500 13500
----
153.00 for TAS using 4 way GPS Average
From this you can see my TAS from my Dynon is reading about 4 - 6 knots low.
This could be in part due to static port type and placement (I used stock placement
and Cleveland Ports) or could be OAT probe placement (mine is on after tailcone
rib under Emp fairing. I am considering installing another OAT off of
my EMS half way out on the wing and then compare the two. The one in the tail
cone is connected to the Dynon EDC off the EFIS.
Also you can see that at 11,500 indicated (DA 13500) there is not much speed gain
from 2300 RPM LOP to 2450 RPM LOP and the engine runs real nice at 2300 RPM.
I figure I'm going to fly this plane a lot at around 9 Gals per hour at 7500 -
9500 and flight plane for 150 - 155 Knots.
Thank You
Ray Doerr
N519RV 40250 (Hobbs 262)
Message 5
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| Subject: | Some performance numbers now that I have Wheelpants, Gearlegs |
and Intersect fairing on. Still no paint.
Nice job! It looks like your best is 19.1 miles per gallon (statute).
That's terrific! Thank you for the great note.
John Jessen
40328 and drooling all over my keyboard.
do not archive
-----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, June 25, 2007 10:57 AM
Subject: RV10-List: Some performance numbers now that I have Wheelpants,
Gearlegs and Intersect fairing on. Still no paint.
--> <Ray.R.Doerr@sprint.com>
Now that I have wheel pants, gear legs and intersect fairings on it
was time to go out and do some speed runs. I have been feeling the "need
for speed" now for almost one year, ever since I started flying my RV-10
(N519RV). Anyway I finally finished the fairing and went out to record some
data.
I had the autopilot fly with using 90 degree ground tracks.
Legend
------
TRK - GPS Ground Track
IAS - Indicated Air Speed
TAS - True Air Speed from Dynon EFIS
GS - GPS Ground Speed
OAT - Outside Air Temperature from Dynon EFIS
MAP - Manifold Pressure
RPM - Engine RPM
FF - Fuel Flow from Dynon EMS ( Calibration is bang on)
ALT - Indicated Altitude
DA - Density Altitude from Dynon EFIS
Test run using wide open throttle at 8500 indicated using 2450 RPM and 50
degrees RICH of peak. Flying weight was approx 2480.
TRK IAS TAS GS OAT MAP RPM FF ALT DA
-----------------------------------------------------
0 139 164 164 59 21.8 2450 14.6 8500
10560
90 138 162 175 59 21.8 2450 14.6 8500
10560
180 139 164 172 60 21.8 2450 14.6 8500
10600
270 139 164 162 60 21.8 2450 14.5 8500
10600
----
168.25 for TAS using 4 way GPS Average
Test run using wide open throttle at 8500 indicated using 2450 RPM and 50
degrees LEAN of peak. Flying weight was approx 2450.
TRK IAS TAS GS OAT MAP RPM FF ALT DA
-----------------------------------------------------
0 132 155 157 60 21.8 2450 11.2 8500
10580
90 130 155 165 59 21.8 2450 11.2 8500
10580
180 132 155 162 59 21.8 2450 10.9 8500
10560
270 133 156 155 59 21.8 2450 11.1 8500
10530
----
159.75 for TAS using 4 way GPS Average
Test run using wide open throttle at 11500 indicated using 2300 RPM and 50
degrees LEAN of peak. Flying weight was approx 2420.
TRK IAS TAS GS OAT MAP RPM FF ALT DA
-----------------------------------------------------
0 120 147 145 49 19.5 2300 9.2 11500
13600
90 120 147 161 49 19.5 2300 9.1 11500
13600
180 121 150 162 49 19.5 2300 9.1 11500
13600
270 120 147 143 49 19.5 2300 9.2 11500
13600
----
152.75 for TAS using 4 way GPS Average
Test run using wide open throttle at 11500 indicated using 2450 RPM and 50
degrees LEAN of peak. Flying weight was approx 2390.
TRK IAS TAS GS OAT MAP RPM FF ALT DA
-----------------------------------------------------
0 120 147 144 48 19.2 2450 9.8 11500
13500
90 121 149 161 48 19.3 2450 9.7 11500
13500
180 122 150 160 48 19.4 2450 9.9 11500
13500
270 125 153 147 48 19.4 2450 9.9 11500
13500
----
153.00 for TAS using 4 way GPS Average
From this you can see my TAS from my Dynon is reading about 4 - 6
knots low. This could be in part due to static port type and placement (I
used stock placement and Cleveland Ports) or could be OAT probe placement
(mine is on after tailcone rib under Emp fairing. I am considering
installing another OAT off of my EMS half way out on the wing and then
compare the two. The one in the tail cone is connected to the Dynon EDC off
the EFIS.
Also you can see that at 11,500 indicated (DA 13500) there is not
much speed gain from 2300 RPM LOP to 2450 RPM LOP and the engine runs real
nice at 2300 RPM.
I figure I'm going to fly this plane a lot at around 9 Gals per hour
at 7500 - 9500 and flight plane for 150 - 155 Knots.
Thank You
Ray Doerr
N519RV 40250 (Hobbs 262)
Message 6
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Sam,
You might have a pitot leak.
You can check by putting a tiny bit of pressure on the pitot tube. Be
careful, it doesn't take much to peg the instrument. If you can get a piece
of surgical tubing over the pitot tube, then roll it up, you can set an
airspeed on the indicator. Run it up to Vne. It shouldn't bleed down more
than about 5 knots (mph) in 5 minutes. Any worse than that, you might want
to look for a leak.
Dave Saylor
AirCrafters LLC
140 Aviation Way
Watsonville, CA
831-722-9141
831-750-0284 CL
www.AirCraftersLLC.com
_____
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Sam Marlow
Sent: Monday, June 25, 2007 7:13 AM
Subject: RV10-List: Static problems
I'm having static problems, I think, not sure where to look though.
Indicated airspeed seams to be accurate on the bottom end but 20 to 30 knots
slow at cruise, verified with chase plane. The static was checked and
certified IFR by an avionics shop, with no leaks. Looking for ideas......
Thanks,
Sam
Message 7
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| Subject: | Boeing surplus Mesa? |
Deems (and all other surplus hounds)
I was in the Seattle area a couple of weeks ago and visited the Boeing
surplus store in Kent. Wow! In addition to the general junk one would
expect, they have a tool section full of air tools and all manner of
attachments and bits. Many of these are much larger than what could be used
for an RV-10. Nevertheless, I ended up buying several different sized
reamers, a deburring tool and bits, a nice quarter inch ratcheting wrench,
and several lengths of shrink wrap - all for about $12 total. But I digress
- to answer your question, go to www.boeing.com/surplus. I used this site
to get driving directions to the store in Kent. The site has a pretty good
list of the other Boeing surplus store locations, including several in
Southern California and Wichita. Unfortunately, I didn't see any in Mesa,
Arizona. Hope this helps.
Bill Reining (and son Jon)
40514 - QB wings
Oshkosh - all week
Message 8
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| Subject: | First flight completed |
Wayne,
Well done and good call on the engine hiccup! We spend too much time buildi
ng our pride and joys to push on when something is not right.
Congratulations,
Vern Smith (#324 fuselage access panels)
do not archive
From: wayne.e@grandecom.netTo: rv10-list@matronics.comSubject: RV10-List: F
irst flight completedDate: Sun, 24 Jun 2007 09:17:20 -0500
Well, fellow builders, Saturday 6/23, at 8AM N602WT made it=92s maiden fli
ght. After all this time building the feeling I got when it left old Terra
Firma was great. It wasn=92t the flying as much as the idea that =93Hey, I
remember when this baby was in a box in pieces" feeling.
.
We had decided that we would stay up for about 30 minutes in this first fli
ght and we were getting near that time so I decided it was time to stall te
st the plane before I landed it the first time, so I did and it stalled cle
an at about 61kts, which is what I think everyone else was finding. After t
he stall I leveled back out with applying power and the engine did a small
hiccup of sort. At that point it seemed like a big hiccup to me. I reduced
power and switched tanks and noticed that I had no indicated RPM, even thou
gh I knew I did. So it didn=92t take much thought to decide it was time to
get back down to the runway.
Wayne Edgerton #40336
Now amongst the flying. Paint date scheduled for September
_________________________________________________________________
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Message 9
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| Subject: | Re: Boeing surplus Mesa? |
BTW the one is Southern California is a large (reseller)only location,
not open to the public small/individual purchases . I understand only
Kent has a surplus open to the Public.
Pascal
Do NOt Archive
----- Original Message -----
From: Bill Reining
To: rv10-list@matronics.com
Sent: Monday, June 25, 2007 11:29 AM
Subject: RV10-List: Boeing surplus Mesa?
Deems (and all other surplus hounds)
I was in the Seattle area a couple of weeks ago and visited the Boeing
surplus store in Kent. Wow! In addition to the general junk one would
expect, they have a tool section full of air tools and all manner of
attachments and bits. Many of these are much larger than what could be
used for an RV-10. Nevertheless, I ended up buying several different
sized reamers, a deburring tool and bits, a nice quarter inch ratcheting
wrench, and several lengths of shrink wrap - all for about $12 total.
But I digress - to answer your question, go to www.boeing.com/surplus.
I used this site to get driving directions to the store in Kent. The
site has a pretty good list of the other Boeing surplus store locations,
including several in Southern California and Wichita. Unfortunately, I
didn't see any in Mesa, Arizona. Hope this helps.
Bill Reining (and son Jon)
40514 - QB wings
Oshkosh - all week
Message 10
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As mentioned it could be a pitot leak. I had one right behind the panel and
could actually change my airspeed by grabbing the connection that was
leaking (it was very pronounced though, not just 20 knots at the high end).
Another thought depends on what indicator you have. If it's an EFIS, there
may be some calibration errors that you can adjust.
Marcus
40286
168 hours and can't stand to park it long enough to paint it!
_____
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Sam Marlow
Sent: Monday, June 25, 2007 9:13 AM
Subject: RV10-List: Static problems
I'm having static problems, I think, not sure where to look though.
Indicated airspeed seams to be accurate on the bottom end but 20 to 30 knots
slow at cruise, verified with chase plane. The static was checked and
certified IFR by an avionics shop, with no leaks. Looking for ideas......
Thanks,
Sam
Message 11
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| Subject: | Boeing surplus Mesa? |
I think we should all go in together and buy the Nautilus equipment....!
Did you see some of the stuff they're selling!
do not archive ........
_____
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Pascal
Sent: Monday, June 25, 2007 4:45 PM
Subject: Re: RV10-List: Boeing surplus Mesa?
BTW the one is Southern California is a large (reseller)only location, not
open to the public small/individual purchases . I understand only Kent has a
surplus open to the Public.
Pascal
Do NOt Archive
----- Original Message -----
From: Bill Reining <mailto:wreining@gmail.com>
Sent: Monday, June 25, 2007 11:29 AM
Subject: RV10-List: Boeing surplus Mesa?
Deems (and all other surplus hounds)
I was in the Seattle area a couple of weeks ago and visited the Boeing
surplus store in Kent. Wow! In addition to the general junk one would
expect, they have a tool section full of air tools and all manner of
attachments and bits. Many of these are much larger than what could be used
for an RV-10. Nevertheless, I ended up buying several different sized
reamers, a deburring tool and bits, a nice quarter inch ratcheting wrench,
and several lengths of shrink wrap - all for about $12 total. But I digress
- to answer your question, go to www.boeing.com/surplus. I used this site
to get driving directions to the store in Kent. The site has a pretty good
list of the other Boeing surplus store locations, including several in
Southern California and Wichita. Unfortunately, I didn't see any in Mesa,
Arizona. Hope this helps.
Bill Reining (and son Jon)
40514 - QB wings
Oshkosh - all week
href="http://www.matronics.com/Navigator?RV10-List">http://www.matronics.com
/Navigator?RV10-List
href="http://forums.matronics.com">http://forums.matronics.com
Message 12
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| Subject: | Forsling exhaust & Van's breather tube |
John " The Turbinator" Cox, performed an EAA Tech Councilor review of my
project this weekend. Yes, in addition to his being an A&P IA, and all
the other alphabet suffixes he has earned he is now ALSO an official EAA
Tech Councilor ! (big hand for John!).
One of the things John pointed out to me was the fact that the stock
Van's breather tube exits on top of the Forsling exhaust. A Hot exhaust
collector is not really the place you want oil to drip on in flight. The
fix is to bend the existing or fabricate a new tube that will leave any
oil deposits well clear of a hot exhaust.
I know there are other's who have or are ordering or have ordered John
Forsling's exhaust so I'm posting this for their benefit. I have no
idea where/how the breather tube and the Vetterman exhaust coexist.
Deems Davis # 406
Engine / Wiring and Panel Stuff
http://deemsrv10.com/
Message 13
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| Subject: | Forsling exhaust & Van's breather tube |
It has been common practice for years to have the breather tube exit on top
of the exhaust to keep the belly of the plane clean. Some even inject the
breather inside the exhaust to burn it. It would be interesting to see if
there are any reports of problems with the breather on top of the exhaust.
Gary
40274
-----Original Message-----
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Deems Davis
Sent: Monday, June 25, 2007 4:59 PM
Subject: RV10-List: Forsling exhaust & Van's breather tube
John " The Turbinator" Cox, performed an EAA Tech Councilor review of my
project this weekend. Yes, in addition to his being an A&P IA, and all
the other alphabet suffixes he has earned he is now ALSO an official EAA
Tech Councilor ! (big hand for John!).
One of the things John pointed out to me was the fact that the stock
Van's breather tube exits on top of the Forsling exhaust. A Hot exhaust
collector is not really the place you want oil to drip on in flight. The
fix is to bend the existing or fabricate a new tube that will leave any
oil deposits well clear of a hot exhaust.
I know there are other's who have or are ordering or have ordered John
Forsling's exhaust so I'm posting this for their benefit. I have no
idea where/how the breather tube and the Vetterman exhaust coexist.
Deems Davis # 406
Engine / Wiring and Panel Stuff
http://deemsrv10.com/
Message 14
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| Subject: | Forsling exhaust & Van's breather tube |
Deems,
You could always plumb it into the exhaust and overfill the engine crankcas
e with oil. Then you'd have a homebrewed smoke system:)
Vern Smith (#324 fuselage)
(Kids don't try this at home)
Please, please do not archive> Date: Mon, 25 Jun 2007 14:59:14 -0700> From:
deemsdavis@cox.net> To: rv10-list@matronics.com> Subject: RV10-List: Forsl
Davis <deemsdavis@cox.net>> > > One of the things John pointed out to me w
as the fact that the stock > Van's breather tube exits on top of the Forsli
ng exhaust. A Hot exhaust > collector is not really the place you want oil
to drip on in flight. The > fix is to bend the existing or fabricate a new
tube that will leave any > oil deposits well clear of a hot exhaust.> > Dee
ms Davis # 406> Engine / Wiring and Panel Stuff> http://deemsrv10.com/>
_________________________________________________________________
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Message 15
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Thanks, guys, for the information.
Sounds like Mark's cooler may be running at full capacity a lot of
the time, still.
I'll be using a SW 10611 cooler which has the same dimensions as
Van's Niagara 20006A. If CHTs and oil temps are still too hot after
10-20 hours, (new engine) louvers will be on the list of fixes.
John
On Jun 17, 2007, at 5:12 AM, Mark Ritter wrote:
>
> John,
>
> My oil temp came down from 215 to 200 after 50 hours using a Van
> issue oil cooler. After adding louvers on the bottom cowl the temp
> is now running 185 on hot Texas days.
>
> Mark
>
>
>> From: "Marcus Cooper" <coop85@cableone.net>
>> To: <rv10-list@matronics.com>
>> Subject: RE: RV10-List: Oil Cooler
>> Date: Sat, 16 Jun 2007 23:32:27 -0500
>>
>> <coop85@cableone.net>
>>
>> John,
>> For what it's worth, I've been flying mine on some pretty hot
>> days in
>> Georgia and Mississippi with no issues on oil temperature with the
>> standard
>> system on almost 100 degree days. I realize it does get hotter in
>> Phoenix,
>> I built a Q-2 there glassing the inside of the tailcone on the
>> driveway the
>> day it hit 122 degrees (probably more sweat than resin in those
>> layups).
>> Anyway, if you don't get a response from someone with experience
>> with a
>> higher flow system, I'd recommend giving the standard a shot and
>> see how it
>> goes. One advantage of that area is it seems to cool off more
>> rapidly as
>> you climb (dry heat I guess), so if you don't cruise low altitude
>> that may
>> help the issue as well.
>>
>> Marcus
>>
>> -----Original Message-----
>> From: owner-rv10-list-server@matronics.com
>> [mailto:owner-rv10-list-server@matronics.com] On Behalf Of John
>> Ackerman
>> Sent: Saturday, June 16, 2007 9:51 PM
>> To: rv10-list@matronics.com
>> Subject: RV10-List: Oil Cooler
>>
>> <johnag5b@cableone.net>
>>
>> For those of us who fly where it's goshawful hot, (Phoenix area) it
>> seems to make good sense to install a high-capacity oil cooler. I'd
>> certainly like to have enough capacity that the vernitherm nearly
>> always controls the oil temperature.
>> This point of view is supported by a highly respected engine builder,
>> and by Vans tech support.
>>
>> Here are some options that I'm aware of:
>>
>> 1. Replace the Niagara 20006A that Vans supplies with a higher
>> capacity unit of the same dimensions, such as the Stewart Warner
>> 10611R, which transfers _very_ roughly 20% more heat, I'm told.
>>
>> 2. Put in a larger (17-row) cooler such as (in order of increasing
>> capacity) Niagara 20010A, Aero Classics 800216 or 800356, or Stewart
>> Warner 10614R.
>>
>> 3. Increase the airflow somehow, such as by incorporating vents or
>> louvers in the lower cowl.
>>
>> I'd love to put in a SW 10164 (R, I think) but it's about 1.5"
>> longer that the stock unit. Just holding the engine mount up to the
>> firewall, it looks to me like there would be inadequate clearance,
>> because that 1.5" has to come at the bottom - the starter solenoid
>> and associated structure prevent moving it up.
>>
>> Has anyone put in a larger cooler? If so, what are your
>> observations? What experiences do those who are already flying
>> have?
>>
>> I don't pretend to be expert on oil coolers - the above differences
>> are based only on what I've been told by what I believe to be
>> reliable folks, and on the Stewart Warner data sheets on the web.
>>
>> John Ackerman 40458 finishing kit
>> do not archive - just archive the answers, please!
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>
> _________________________________________________________________
> Who's that on the Red Carpet? Play & win glamorous prizes. http://
> club.live.com/red_carpet_reveal.aspx?icid=REDCARPET_hotmailtextlink3
>
>
Message 16
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| Subject: | Forsling exhaust & Van's breather tube |
Gary,
My previous post was not meant to be a jab. I guess I should read a thread
completely before opeing my mouth and inserting the keyboard.
Vern Smith (#324)
do not archive> From: speckter@comcast.net> To: rv10-list@matronics.com> Su
bject: RE: RV10-List: Forsling exhaust & Van's breather tube> Date: Mon, 25
er@comcast.net>> > It has been common practice for years to have the breath
er tube exit on top> of the exhaust to keep the belly of the plane clean. S
ome even inject the> breather inside the exhaust to burn it. It would be in
teresting to see if> there are any reports of problems with the breather on
top of the exhaust.> > Gary> 40274
_________________________________________________________________
Make every IM count. Download Windows Live Messenger and join the i=92m Ini
tiative now. It=92s free.--
http://im.live.com/messenger/im/home/?source=TAGWL_June07
Message 17
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| Subject: | Re: Forsling exhaust & Van's breather tube |
Hi Deems,
Say hi to Parker for me!!
Vansairforce site has a long debated discussion on the practice of dumping the
crude from the breather onto the exhaust, which always seems to lead to the pro
vs. con of the infamous oil separator debate.
Rick S.
40185
Buildus interuptus, almost through the last great minor home improvments. Waiting
for the panel to show.
do not archive
Message 18
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| Subject: | Re: Static problems |
Based on problems I had, if you have any 2 1/4 inch airspeed, VSI or
altimeters, I would consider them likely suspects!
I went through 3 airspeed indicators to get a good one plus one VSI. Both
had leaks internally in them that affected my pitot and static systems.
Grumpy
do not archive
In a message dated 6/25/2007 4:04:58 PM Central Standard Time,
coop85@cableone.net writes:
As mentioned it could be a pitot leak. I had one right behind the panel and
could actually change my airspeed by grabbing the connection that was leakin
g
(it was very pronounced though, not just 20 knots at the high end).
Another thought depends on what indicator you have. If it=99s an EFIS
, there
may be some calibration errors that you can adjust.
Marcus
40286
168 hours and can=99t stand to park it long enough to paint it!
____________________________________
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Sam Marlow
Sent: Monday, June 25, 2007 9:13 AM
Subject: RV10-List: Static problems
I'm having static problems, I think, not sure where to look though. Indicate
d
airspeed seams to be accurate on the bottom end but 20 to 30 knots slow at
cruise, verified with chase plane. The static was checked and certified IFR
by
an avionics shop, with no leaks. Looking for ideas......
Thanks,
Sam
************************************** See what's free at http://www.aol.com
.
Message 19
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| Subject: | Painting fuel tanks |
Just wondering if people are taking there fuel tanks off to paint the wings
Chris 388
Message 20
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| Subject: | Re: Static problems |
I have the static port in the Van's recommended position, I wouldn't
have a clue where to move it, or even how. I can't just start drilling
holes randomly. What should I do?
James K Hovis wrote:
> <james.k.hovis@gmail.com>
>
> Most likely the place where your static source is portted to the
> outside is experiencing some turbulence that is raising the
> free-stream pressure of the air. Airspeed is measured by taking the
> dynamic (pitot) and static pressure difference and calculating the
> airspeed with a mechanical computer. Changing your static port
> location, seeing if there's a skin mismatch or even a burr near the
> port may help. Calibrating the airspeed indication systems is one
> reason why production aircraft fly with an extremely long pitot/static
> boom during initial flight testing.
>
> Kevin H.
>
> On 6/25/07, Sam Marlow <sam@fr8dog.net> wrote:
>> I'm having static problems, I think, not sure where to look though.
>> Indicated airspeed seams to be accurate on the bottom end but 20 to 30
>> knots slow at cruise, verified with chase plane. The static was checked
>> and certified IFR by an avionics shop, with no leaks. Looking for
>> ideas......
>> Thanks,
>> Sam
>>
>
>
Message 21
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|
| Subject: | Re: Static problems |
I installed the Cleveland Tool flush ports.
Rene Felker wrote:
>
> What type of static ports did you install. Are they flush with the
> skin/paint?
>
>
>
> Rene' Felker
>
> N423CF
>
> 40322
>
> 801-721-6080
>
> ------------------------------------------------------------------------
>
> *From:* owner-rv10-list-server@matronics.com
> [mailto:owner-rv10-list-server@matronics.com] *On Behalf Of *Sam Marlow
> *Sent:* Monday, June 25, 2007 8:13 AM
> *To:* rv10-list@matronics.com
> *Subject:* RV10-List: Static problems
>
>
>
> I'm having static problems, I think, not sure where to look though.
> Indicated airspeed seams to be accurate on the bottom end but 20 to 30
> knots slow at cruise, verified with chase plane. The static was
> checked and certified IFR by an avionics shop, with no leaks. Looking
> for ideas......
> Thanks,
> Sam
>
> * *
> * *
> **
> **
> **
> *http://www.matronics.com/Navigator?RV10-List*
> **
> *http://forums.matronics.com*
> * *
> *
>
>
> *
Message 22
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| Subject: | Re: Static problems |
I just had a static check by an avionics shop, no leaks, IFR certified.
I'm baffled.
Dave Saylor wrote:
> Sam,
>
> You might have a pitot leak.
>
> You can check by putting a tiny bit of pressure on the pitot tube. Be
> careful, it doesn't take much to peg the instrument. If you can get a
> piece of surgical tubing over the pitot tube, then roll it up, you can
> set an airspeed on the indicator. Run it up to Vne. It shouldn't
> bleed down more than about 5 knots (mph) in 5 minutes. Any worse than
> that, you might want to look for a leak.
>
> Dave Saylor
> AirCrafters LLC
> 140 Aviation Way
> Watsonville, CA
> 831-722-9141
> 831-750-0284 CL
> www.AirCraftersLLC.com
>
>
> ------------------------------------------------------------------------
> *From:* owner-rv10-list-server@matronics.com
> [mailto:owner-rv10-list-server@matronics.com] *On Behalf Of *Sam Marlow
> *Sent:* Monday, June 25, 2007 7:13 AM
> *To:* rv10-list@matronics.com
> *Subject:* RV10-List: Static problems
>
> I'm having static problems, I think, not sure where to look though.
> Indicated airspeed seams to be accurate on the bottom end but 20 to 30
> knots slow at cruise, verified with chase plane. The static was
> checked and certified IFR by an avionics shop, with no leaks. Looking
> for ideas......
> Thanks,
> Sam
> *
>
> href="http://www.matronics.com/Navigator?RV10-List">http://www.matronics.com/Navigator?RV10-List
> href="http://forums.matronics.com">http://forums.matronics.com
>
> *
> *
>
>
> *
Message 23
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| Subject: | Painting fuel tanks, control surfaces |
What are the benefits to painting them seperately?
My question is: are most people painting their control surfaces seperately
so the paint will be evenly distributed into the recesses or is simply
moving the control surface up and down enough to get the paint in there?
John G.
>From: "The McGough Family" <VHMUM@bigpond.com>
>To: <rv10-list@matronics.com>
>Subject: RV10-List: Painting fuel tanks
>Date: Tue, 26 Jun 2007 12:53:34 +1000
>
>
>Just wondering if people are taking there fuel tanks off to paint the wings
>
>Chris 388
>
>
Message 24
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| Subject: | Re: Static problems |
I have both EFIS and analog, and they agree with each other.
Marcus Cooper wrote:
>
> As mentioned it could be a pitot leak. I had one right behind the
> panel and could actually change my airspeed by grabbing the connection
> that was leaking (it was very pronounced though, not just 20 knots at
> the high end).
>
>
>
> Another thought depends on what indicator you have. If it's an EFIS,
> there may be some calibration errors that you can adjust.
>
>
>
> Marcus
>
> 40286
>
> 168 hours and can't stand to park it long enough to paint it!
>
>
>
> ------------------------------------------------------------------------
>
> *From:* owner-rv10-list-server@matronics.com
> [mailto:owner-rv10-list-server@matronics.com] *On Behalf Of *Sam Marlow
> *Sent:* Monday, June 25, 2007 9:13 AM
> *To:* rv10-list@matronics.com
> *Subject:* RV10-List: Static problems
>
>
>
> I'm having static problems, I think, not sure where to look though.
> Indicated airspeed seams to be accurate on the bottom end but 20 to 30
> knots slow at cruise, verified with chase plane. The static was
> checked and certified IFR by an avionics shop, with no leaks. Looking
> for ideas......
> Thanks,
> Sam
>
> * *
> * *
> **
> **
> **
> *http://www.matronics.com/Navigator?RV10-List*
> **
> *http://forums.matronics.com*
> * *
> *
>
>
> *
Message 25
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| Subject: | Re: Static problems |
Good thought but I have full size backup instruments, and the EFIS
agrees with the analog readings.
GenGrumpy@aol.com wrote:
> Based on problems I had, if you have any 2 1/4 inch airspeed, VSI or
> altimeters, I would consider them likely suspects!
>
> I went through 3 airspeed indicators to get a good one plus one VSI.
> Both had leaks internally in them that affected my pitot and static
> systems.
>
> Grumpy
> do not archive
>
> In a message dated 6/25/2007 4:04:58 PM Central Standard Time,
> coop85@cableone.net writes:
>
> As mentioned it could be a pitot leak. I had one right behind the
> panel and could actually change my airspeed by grabbing the
> connection that was leaking (it was very pronounced though, not
> just 20 knots at the high end).
>
>
>
> Another thought depends on what indicator you have. If its an
> EFIS, there may be some calibration errors that you can adjust.
>
>
>
> Marcus
>
> 40286
>
> 168 hours and cant stand to park it long enough to paint it!
>
>
>
> ------------------------------------------------------------------------
>
> *From:* owner-rv10-list-server@matronics.com
> [mailto:owner-rv10-list-server@matronics.com] *On Behalf Of *Sam
> Marlow
> *Sent:* Monday, June 25, 2007 9:13 AM
> *To:* rv10-list@matronics.com
> *Subject:* RV10-List: Static problems
>
>
>
> I'm having static problems, I think, not sure where to look
> though. Indicated airspeed seams to be accurate on the bottom end
> but 20 to 30 knots slow at cruise, verified with chase plane. The
> static was checked and certified IFR by an avionics shop, with no
> leaks. Looking for ideas......
> Thanks,
> Sam
>
>
> ------------------------------------------------------------------------
> See what's free at AOL.com
> <http://www.aol.com?ncid=AOLAOF00020000000503>.
> *
>
>
> *
Message 26
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| Subject: | Painting fuel tanks |
In reply to this and JG's reply question, we paint the wings with the tanks
and all screws on them because the screws, although they eventually may come
off, are not going to be a regular removal item. Any screws that will come
off for an inspection we leave unpainted.
We paint everything separately to not miss "partially-hidden" places and to
get more even painting and to make it easier to handle (ie, painting the
wings on a stand with the leading edge in the air so you don't have to paint
the bottom of the wing from a creeper on the floor). This is one of the
great benefits of painting before you fly, besides not needing to clean all
of the stuff out of all of the pores and cracks of the plane that it may
have picked up while flying or being out in the elements. No flame to those
who have chosen to fly before painting, because I know why you have done it.
After so much time building, you want to get in the air and justifiably so.
But, for those who can wait a little longer and at least get a base color on
like Randy did, I very much recommend it.
Do not archive.
Jesse Saint
Saint Aviation, Inc.
jesse@saintaviation.com
www.saintaviation.com
Cell: 352-427-0285
Fax: 815-377-3694
-----Original Message-----
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of The McGough
Family
Sent: Monday, June 25, 2007 10:54 PM
Subject: RV10-List: Painting fuel tanks
Just wondering if people are taking there fuel tanks off to paint the wings
Chris 388
Message 27
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| Subject: | Re: Static problems |
My I.A. friend suggested that it could be water accumulating.
He told me to put a sump in my system. Spruce sells a cheap sump.
I was directed to put a low point in the static lines for water to accumulate.
Had to run my lines up the port side, so after routing them high, they dropped
down to the floor aft of the baggage bay.
Good luck - hope this helps
--------
OSH '08 or Bust
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http://forums.matronics.com/viewtopic.php?p=120657#120657
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