Today's Message Index:
----------------------
1. 04:36 AM - wiring problems (2nd attempt) (Jay Rowe)
2. 05:23 AM - Re: wiring problems (2nd attempt) (Sam)
3. 06:48 AM - Re: wiring problems (2nd attempt) (Tim Olson)
4. 07:12 AM - Re: wiring problems (2nd attempt) (JSMcGrew@aol.com)
5. 07:15 AM - Re: wiring problems (2nd attempt) (linn Walters)
6. 07:19 AM - Re: Fuel pressure problems (Tim Olson)
7. 07:38 AM - Re: wiring problems (2nd attempt) (Tim Olson)
8. 10:26 AM - Re: Fuel pressure problems (Sam)
9. 11:46 AM - Re: Fuel pressure problems (Rick Sked)
10. 12:10 PM - Neg Battery Cable Routing (orchidman)
11. 12:21 PM - Re: Fuel pressure problems (Ben Westfall)
12. 01:13 PM - Door Fit - Rabbit (Richard Reynolds)
13. 01:15 PM - NW RV-10 Dinner and Fly-In (May 17th) (John Jessen)
14. 01:17 PM - Fuel Sender Gotchya (gary)
15. 01:24 PM - Re: Neg Battery Cable Routing (Deems Davis)
16. 01:41 PM - Re: Neg Battery Cable Routing (orchidman)
17. 01:54 PM - Re: Fuel pressure problems (Sam)
18. 01:56 PM - Re: Fuel pressure problems (Sam)
19. 02:13 PM - Re: Fuel pressure problems (Chris)
20. 02:39 PM - Re: Fuel pressure problems (Sam)
21. 02:48 PM - Door Fit - Rabbit w/o pictures (Richard Reynolds)
22. 02:55 PM - TCW Technologies / Safety-Trim special announcement (Bob-tcw)
23. 05:03 PM - Re: Another RV-10 painted (Dan Masys)
24. 05:15 PM - Re: Door Fit - Rabbit w/o pictures (John Gonzalez)
25. 06:15 PM - Getting Closer (G900X Panel) (Robin Marks)
26. 07:04 PM - Re: Getting Closer (G900X Panel) (bruce breckenridge)
27. 08:32 PM - Digiflight 2.5" round hole cutout dimensions? (Chris Johnston)
28. 10:13 PM - Re: Fuel pressure problems (Scott Schmidt)
29. 10:41 PM - Re: Fuel pressure problems (David McNeill)
30. 11:24 PM - Re: Fuel pressure problems (David McNeill)
Message 1
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| Subject: | wiring problems (2nd attempt) |
Trying to get all the thru firewall lines in. Going fairly well until I
got to the harness for the Lightspeed (one side) which has the small
D-sub connector that hooks into the console. Since I have my console on
the subpanel I, of course, need to get that connector thru. It is too
large to fit through of any of my existing holes (the largest being 1").
What do I do----take the connector apart or am I missing an easier way?
Gee I wish I knew more about "lectriks". Jay Rowe
Message 2
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| Subject: | Re: wiring problems (2nd attempt) |
Jay, I think you answered your question, everybody had to remove the
D-sub to get it through the firewall. Get some help from a steady hand,
or practice a bit first. It's doable.
Sam Marlow
Jay Rowe wrote:
> Trying to get all the thru firewall lines in. Going fairly well until
> I got to the harness for the Lightspeed (one side) which has the small
> D-sub connector that hooks into the console. Since I have my console
> on the subpanel I, of course, need to get that connector thru. It is
> too large to fit through of any of my existing holes (the largest
> being 1"). What do I do----take the connector apart or am I missing
> an easier way? Gee I wish I knew more about "lectriks". Jay Rowe
>
> Upgrade Your Email - Click here!
> <http://promos.hotbar.com/promos/promodll.dll?RunPromo&El=&SG=&RAND=4579&partner=seekmo>
>
> *
>
>
> *
Message 3
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| Subject: | Re: wiring problems (2nd attempt) |
Well, not quite everybody.....I hesitated, and heard that they
recommended leaving it together. So, I used a 1.25" hole
(used a SCAT tube flange) and ran all of my wires through
that. If you can do an excellent job of re-soldering the
cable, then it shouldn't be that big of a deal, but if you're
questioning it at all, you may want to come up with a way
to pass it through in one piece.
Tim Olson - RV-10 N104CD - Flying
Sam wrote:
> Jay, I think you answered your question, everybody had to remove the
> D-sub to get it through the firewall. Get some help from a steady hand,
> or practice a bit first. It's doable.
> Sam Marlow
>
> Jay Rowe wrote:
>> Trying to get all the thru firewall lines in. Going fairly well until
>> I got to the harness for the Lightspeed (one side) which has the small
>> D-sub connector that hooks into the console. Since I have my console
>> on the subpanel I, of course, need to get that connector thru. It is
>> too large to fit through of any of my existing holes (the largest
>> being 1"). What do I do----take the connector apart or am I missing
>> an easier way? Gee I wish I knew more about "lectriks". Jay Rowe
>>
>> Upgrade Your Email - Click here!
>> <http://promos.hotbar.com/promos/promodll.dll?RunPromo&El=&SG=&RAND=4579&partner=seekmo>
>>
>> *
>>
>> href="http://www.matronics.com/Navigator?RV10-List">http://www.matronics.com/Navigator?RV10-List
>> href="http://forums.matronics.com">http://forums.matronics.com
>> href="http://www.matronics.com/contribution">http://www.matronics.com/contribution
>>
Message 4
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| Subject: | Re: wiring problems (2nd attempt) |
I made the hole slightly bigger to get the D-sub connector through. It
didn't take much, then I installed a stainless steel firewall seal from
_http://www.epm-avcorp.com/_ (http://www.epm-avcorp.com/) to seal the hole. I posted
pictures on this previous post:
_http://forums.matronics.com/viewtopic.php?t=25094_
(http://forums.matronics.com/viewtopic.php?t=25094)
-Jim
N312JE
Jim "Scooter" McGrew
_http://www.mit.edu/~jsmcgrew
In a message dated 3/18/2008 7:38:23 A.M. Eastern Daylight Time,
jfrjr@roadrunner.com writes:
Trying to get all the thru firewall lines in. Going fairly well until I got
to the harness for the Lightspeed (one side) which has the small D-sub
connector that hooks into the console. Since I have my console on the subpanel
I,
of course, need to get that connector thru. It is too large to fit through
of any of my existing holes (the largest being 1"). What do I do----take the
connector apart or am I missing an easier way? Gee I wish I knew more about
"lectriks". Jay Rowe
_ (http://www.mit.edu/~jsmcgrew)
(http://promos.hotbar.com/promos/promodll.dll?RunPromo&El=&SG=&RAND=4579&partner=seekmo) (http://www.mit.edu/~jsmcgrew)
_http://www.matronics.com/Navigator?RV10-List_
(http://www.matronics.com/Navigator?RV10-List) _
_http://forums.matronics.com_ (http://forums.matronics.com/) _
_http://www.matronics.com/contribution_ (http://www.matronics.com/contribution) _
(http://www.mit.edu/~jsmcgrew)
**************It's Tax Time! Get tips, forms, and advice on AOL Money &
Finance. (http://money.aol.com/tax?NCID=aolprf00030000000001)
Message 5
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| Subject: | Re: wiring problems (2nd attempt) |
Sometimes you can take the connector shell off the connector and press
the wiring down 90 degrees from its original orientation and poke that
through a hole. It may fit through a 1" hole that way. I like the scat
tube flange idea. You can fill it with 'firestop' from your big box
hardware store. Comes in a caulk tube or as a foam ..... the foam being
harder to find.
Linn
Tim Olson wrote:
>
> Well, not quite everybody.....I hesitated, and heard that they
> recommended leaving it together. So, I used a 1.25" hole
> (used a SCAT tube flange) and ran all of my wires through
> that. If you can do an excellent job of re-soldering the
> cable, then it shouldn't be that big of a deal, but if you're
> questioning it at all, you may want to come up with a way
> to pass it through in one piece.
>
> Tim Olson - RV-10 N104CD - Flying
Message 6
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| Subject: | Re: Fuel pressure problems |
The closest thing I can relate to this is a very very intermittent
thing....something I only see on a handful of flights, and usually
just in warmer temps.
If you climb at low airspeeds, like try to do a 90-100kt climb
on a hot day, I start to see a drop in fuel pressure. It starts
to fluctuate a bit, and then will start to drop. My audio warnings
fire up under about 12psi, so I don't run it too low to see how
it goes....I usually hit the boost, and drop the nose for better
cooling. Once you drop the nose and get more cooling airflow,
it goes away. Also, note that this happens in climb, when you
have lots of fuel flow. As soon as I level off, lean out, and
the fuel flows drop, it doesn't do it anymore. So, my guess is
that with high flow requirements in climb, and high heat, they
combine and produce low and fluctuating pressure. Since dropping
the nose has shown to eliminate the problem (like climbing at
120kts if I see this happening) and since pulling back the mixture
takes care of it once level, that is my best guess. But, as I
said, it isn't something I see very often...just on the hot
days or where I've done extended climbs...maybe see it 10-15
times a season...or something like that, but that's over 100-200
hours a season.
At one point I had tried to order a fuel pump cooling shroud
but the place didn't get them in stock. One of these days
I still would like to try that, along with perhaps some
heat shielding foam over the fuel lines forward of the
firewall. But, my thought is, if you get your cowl set up
with great cooling, it's probably something you wouldn't
see too often.
I'm not 100% sure of any of this....but it is something to
consider.
Tim Olson - RV-10 N104CD - Flying
do not archive
Sam wrote:
> That's what I thought to, but when I turn on the boost pump, it
> immediately returns to normal pressure.
>
> Jesse Saint wrote:
>>
>> That sounds like a sensor issue, maybe either a bad crimp or a bad ground.
>> Don't ask me how I might know.
>>
>> do not archive.
>>
>> Jesse Saint
>> Saint Aviation, Inc.
>> jesse@saintaviation.com
>> www.saintaviation.com
>> 352-427-0285
>>
>> Sam wrote:
>>
>>> The first fifty hours were trouble free, as far as fuel pressure goes,
>>> but now for the past 40 hours or so, I'm getting fuel pressure
>>> fluctuation's. Normally the F/P runs in the mid to low 20's, but now
>>> constantly fluctuates from 8 to 27 psi. The engine runs ok, but it's
>>> disconcerting. Has anybody experienced this on an IO540D4A5 before,
>>> would the engine actually keep running if the F/P was really down to 8psi?
>>> Sam Marlow
>>> #40157
>>>
>>>
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> *
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> *
Message 7
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| Subject: | Re: wiring problems (2nd attempt) |
That is 100% what I did.....I took the shell off, bent it over a
little to pass it through, and then put the shell back on.
And, I used 2000 degree fire putty to stuff the pass through
hole with, and then capped it with red RTV just because the
red RTV makes a nicer outer seal to hold the wires from
wiggling and moving in the putty.
Tim Olson - RV-10 N104CD - Flying
linn Walters wrote:
>
> Sometimes you can take the connector shell off the connector and press
> the wiring down 90 degrees from its original orientation and poke that
> through a hole. It may fit through a 1" hole that way. I like the scat
> tube flange idea. You can fill it with 'firestop' from your big box
> hardware store. Comes in a caulk tube or as a foam ..... the foam being
> harder to find.
> Linn
>
>
> Tim Olson wrote:
>
>>
>> Well, not quite everybody.....I hesitated, and heard that they
>> recommended leaving it together. So, I used a 1.25" hole
>> (used a SCAT tube flange) and ran all of my wires through
>> that. If you can do an excellent job of re-soldering the
>> cable, then it shouldn't be that big of a deal, but if you're
>> questioning it at all, you may want to come up with a way
>> to pass it through in one piece.
>>
>> Tim Olson - RV-10 N104CD - Flying
>
Message 8
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| Subject: | Re: Fuel pressure problems |
Thanks for the reply Tim, but my pressure problem occurs at any flight
attitude, or temp. So maybe were talking about a different problem.
Normally at cruise my fuel pressure is in the low to mid 20's. When it
does drop,a flip of the pump switch puts it back to normal.
I also experience engine surging at idle power settings on the ground,
when the temp is above 75 or so degrees. It's fine in the winter months.
Thanks,
Sam
Tim Olson wrote:
>
> The closest thing I can relate to this is a very very intermittent
> thing....something I only see on a handful of flights, and usually
> just in warmer temps.
>
> If you climb at low airspeeds, like try to do a 90-100kt climb
> on a hot day, I start to see a drop in fuel pressure. It starts
> to fluctuate a bit, and then will start to drop. My audio warnings
> fire up under about 12psi, so I don't run it too low to see how
> it goes....I usually hit the boost, and drop the nose for better
> cooling. Once you drop the nose and get more cooling airflow,
> it goes away. Also, note that this happens in climb, when you
> have lots of fuel flow. As soon as I level off, lean out, and
> the fuel flows drop, it doesn't do it anymore. So, my guess is
> that with high flow requirements in climb, and high heat, they
> combine and produce low and fluctuating pressure. Since dropping
> the nose has shown to eliminate the problem (like climbing at
> 120kts if I see this happening) and since pulling back the mixture
> takes care of it once level, that is my best guess. But, as I
> said, it isn't something I see very often...just on the hot
> days or where I've done extended climbs...maybe see it 10-15
> times a season...or something like that, but that's over 100-200
> hours a season.
>
> At one point I had tried to order a fuel pump cooling shroud
> but the place didn't get them in stock. One of these days
> I still would like to try that, along with perhaps some
> heat shielding foam over the fuel lines forward of the
> firewall. But, my thought is, if you get your cowl set up
> with great cooling, it's probably something you wouldn't
> see too often.
>
> I'm not 100% sure of any of this....but it is something to
> consider.
>
> Tim Olson - RV-10 N104CD - Flying
> do not archive
>
>
> Sam wrote:
>> That's what I thought to, but when I turn on the boost pump, it
>> immediately returns to normal pressure.
>>
>> Jesse Saint wrote:
>>> <jesse@saintaviation.com>
>>>
>>> That sounds like a sensor issue, maybe either a bad crimp or a bad
>>> ground.
>>> Don't ask me how I might know.
>>>
>>> do not archive.
>>>
>>> Jesse Saint
>>> Saint Aviation, Inc.
>>> jesse@saintaviation.com
>>> www.saintaviation.com
>>> 352-427-0285
>>>
>>> Sam wrote:
>>>
>>>> The first fifty hours were trouble free, as far as fuel pressure goes,
>>>> but now for the past 40 hours or so, I'm getting fuel pressure
>>>> fluctuation's. Normally the F/P runs in the mid to low 20's, but now
>>>> constantly fluctuates from 8 to 27 psi. The engine runs ok, but it's
>>>> disconcerting. Has anybody experienced this on an IO540D4A5 before,
>>>> would the engine actually keep running if the F/P was really down
>>>> to 8psi?
>>>> Sam Marlow
>>>> #40157
>>>>
>>>>
>>>
>>>
>>>
>>>
>>>
>>>
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>>
>> *
>>
>>
>> *
>
>
Message 9
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| Subject: | Re: Fuel pressure problems |
Sam,
Can you observe your fuel flow or do you just have pressure drop? I wonder
if your getting bubbles or foaming=C2-in the line somewhere. Might want t
o see if there is a long expanse of unsupported=C2-fuel line that could b
e vibrating. Just throwing out an idea.
Rick Sked
40185
----- Original Message -----
From: "Sam" <sam@fr8dog.net>
Sent: Tuesday, March 18, 2008 10:18:59 AM (GMT-0800) America/Los_Angeles
Subject: Re: RV10-List: Fuel pressure problems
Thanks for the reply Tim, but my pressure problem occurs at any flight atti
tude, or temp. So maybe were talking about a different problem. Normally at
cruise my fuel pressure is in the low to mid 20's. When it does drop,a fli
p of the pump switch puts it back to normal.
I also experience engine surging at idle power settings on the ground, when
the temp is above 75 or so degrees. It's fine in the winter months.
Thanks,
Sam
Tim Olson wrote:
The closest thing I can relate to this is a very very intermittent
thing....something I only see on a handful of flights, and usually
just in warmer temps.
If you climb at low airspeeds, like try to do a 90-100kt climb
on a hot day, I start to see a drop in fuel pressure.=C2- It starts
to fluctuate a bit, and then will start to drop.=C2- My audio warnings
fire up under about 12psi, so I don't run it too low to see how
it goes....I usually hit the boost, and drop the nose for better
cooling.=C2-=C2- Once you drop the nose and get more cooling airflow,
it goes away.=C2- Also, note that this happens in climb, when you
have lots of fuel flow.=C2- As soon as I level off, lean out, and
the fuel flows drop, it doesn't do it anymore.=C2- So, my guess is
that with high flow requirements in climb, and high heat, they
combine and produce low and fluctuating pressure.=C2- Since dropping
the nose has shown to eliminate the problem (like climbing at
120kts if I see this happening) and since pulling back the mixture
takes care of it once level, that is my best guess.=C2-=C2- But, as I
said, it isn't something I see very often...just on the hot
days or where I've done extended climbs...maybe see it 10-15
times a season...or something like that, but that's over 100-200
hours a season.
At one point I had tried to order a fuel pump cooling shroud
but the place didn't get them in stock.=C2- One of these days
I still would like to try that, along with perhaps some
heat shielding foam over the fuel lines forward of the
firewall.=C2- But, my thought is, if you get your cowl set up
with great cooling, it's probably something you wouldn't
see too often.
I'm not 100% sure of any of this....but it is something to
consider.
Tim Olson - RV-10 N104CD - Flying
do not archive
Sam wrote:
That's what I thought to, but when I turn on the boost pump, it immediately
returns to normal pressure.
Jesse Saint wrote:
That sounds like a sensor issue, maybe either a bad crimp or a bad ground.
=C2-Don't ask me how I might know.
do not archive.
Jesse Saint
Saint Aviation, Inc.
jesse@saintaviation.com
www.saintaviation.com
352-427-0285
Sam wrote:
=C2-
The first fifty hours were trouble free, as far as fuel pressure goes,
but now for the past 40 hours or so, I'm getting fuel pressure
fluctuation's. Normally the F/P runs in the mid to low 20's, but now
constantly fluctuates from 8 to 27 psi. The engine runs ok, but it's
disconcerting. Has anybody experienced this on an IO540D4A5 before,
would the engine actually keep running if the F/P was really down to 8psi?
Sam Marlow
#40157
=C2-=C2-=C2-
=C2-
*
*
====
=======================
==
Message 10
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| Subject: | Neg Battery Cable Routing |
I am trying to wrap up the design of the Negative battery lead from the battery
to the starter. I have two specific questions.
>From the Neg terminal of the battery, Vans shows that you go to airframe ground
at the battery mount frame and that is all. Others have a Neg cable paralleling
the Pos cable to the firewall where the Neg lead is grounded to the firewall.
I am considering grounding at the battery mount frame and continuing the
cable forward to the firewall. My first question is, how many are running 2
cables and if so, are you grounding at both locations? I ask this because in
theory it is creating a ground loop.
When the Neg cable gets to the firewall I will terminate it with a brass bolt through
the firewall. There, I will be able to attach tabbed ground strips on
both sides of the firewall for grounding radios, etc.
The engine will be grounded to the engine mount with Vans grounding strap (I think
it is P-25). My second question is about a cable from the forward side of
the firewall Neg brass bolt to either one of the engine mounting bolts or to
the P-25 attachment point on the engine mount? I think this might be a bit of
an overkill but would like to ask others if they are running this short cable.
--------
Gary Blankenbiller
RV10 - # 40674
Fuselage SB
(N410GB reserved)
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=170713#170713
Message 11
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| Subject: | Fuel pressure problems |
To add to Rick's comment.
Is your fuel line from the servo to the spider close to the exhaust stack?
I ask cause I know of one RV-9A that spits and coughs on the ground and we
think its caused by vapor lock like symptoms due to excessive heat from the
exhaust pipes that run right in front of the fuel line. I wouldn't think
you would get this at cruise because airflow should be sufficient to keep
temps down but.. just another thought.
-Ben
_____
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Rick Sked
Sent: Tuesday, March 18, 2008 11:43 AM
Subject: Re: RV10-List: Fuel pressure problems
Sam,
Can you observe your fuel flow or do you just have pressure drop? I wonder
if your getting bubbles or foaming in the line somewhere. Might want to see
if there is a long expanse of unsupported fuel line that could be vibrating.
Just throwing out an idea.
Rick Sked
40185
----- Original Message -----
From: "Sam" <sam@fr8dog.net>
Sent: Tuesday, March 18, 2008 10:18:59 AM (GMT-0800) America/Los_Angeles
Subject: Re: RV10-List: Fuel pressure problems
Thanks for the reply Tim, but my pressure problem occurs at any flight
attitude, or temp. So maybe were talking about a different problem. Normally
at cruise my fuel pressure is in the low to mid 20's. When it does drop,a
flip of the pump switch puts it back to normal.
I also experience engine surging at idle power settings on the ground, when
the temp is above 75 or so degrees. It's fine in the winter months.
Thanks,
Sam
Tim Olson wrote:
<Tim@myrv10.com>
The closest thing I can relate to this is a very very intermittent
thing....something I only see on a handful of flights, and usually
just in warmer temps.
If you climb at low airspeeds, like try to do a 90-100kt climb
on a hot day, I start to see a drop in fuel pressure. It starts
to fluctuate a bit, and then will start to drop. My audio warnings
fire up under about 12psi, so I don't run it too low to see how
it goes....I usually hit the boost, and drop the nose for better
cooling. Once you drop the nose and get more cooling airflow,
it goes away. Also, note that this happens in climb, when you
have lots of fuel flow. As soon as I level off, lean out, and
the fuel flows drop, it doesn't do it anymore. So, my guess is
that with high flow requirements in climb, and high heat, they
combine and produce low and fluctuating pressure. Since dropping
the nose has shown to eliminate the problem (like climbing at
120kts if I see this happening) and since pulling back the mixture
takes care of it once level, that is my best guess. But, as I
said, it isn't something I see very often...just on the hot
days or where I've done extended climbs...maybe see it 10-15
times a season...or something like that, but that's over 100-200
hours a season.
At one point I had tried to order a fuel pump cooling shroud
but the place didn't get them in stock. One of these days
I still would like to try that, along with perhaps some
heat shielding foam over the fuel lines forward of the
firewall. But, my thought is, if you get your cowl set up
with great cooling, it's probably something you wouldn't
see too often.
I'm not 100% sure of any of this....but it is something to
consider.
Tim Olson - RV-10 N104CD - Flying
do not archive
Sam wrote:
That's what I thought to, but when I turn on the boost pump, it immediately
returns to normal pressure.
Jesse Saint wrote:
<mailto:jesse@saintaviation.com> <jesse@saintaviation.com>
That sounds like a sensor issue, maybe either a bad crimp or a bad ground.
Don't ask me how I might know.
do not archive.
Jesse Saint
Saint Aviation, Inc.
jesse@saintaviation.com
www.saintaviation.com <http://www.saintaviation.com/>
352-427-0285
Sam wrote:
The first fifty hours were trouble free, as far as fuel pressure goes,
but now for the past 40 hours or so, I'm getting fuel pressure
fluctuation's. Normally the F/P runs in the mid to low 20's, but now
constantly fluctuates from 8 to 27 psi. The engine runs ok, but it's
disconcerting. Has anybody experienced this on an IO540D4A5 before,
would the engine actually keep running if the F/P was really down to 8psi?
Sam Marlow
#40157
*
*
get=_blank>http://www.matronics.com/Navigator?RV10-List
p://forums.matronics.com
blank>http://www.matronics.com/contribution
Message 12
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| Subject: | Door Fit - Rabbit |
Apple-Mail-15--69638912
Apple-Mail-16--69638905--
Message 13
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| Subject: | NW RV-10 Dinner and Fly-In (May 17th) |
Folks:
This is to announce the spring NW RV-10 Builders Dinner and Fly-In, to be
held May 17th. This is our 6th gathering, the first as a fly-in. Each just
keeps getting bigger and better! We encourage all those NW RV-10 builders
out there who have not yet received an invitation to please contact me off
list. We also encourage other RV-10 builders who will be in the Portland,
OR, area for transition training or any other reason to join us. We hope to
have multiple RV-10's flying in, as well as displays of Advanced Flight
Systems' newest offerings. And, of course, since this is more of a social
gathering than a technical one, there will be plenty of good food, drink and
company.
John Jessen
40328
Message 14
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|
| Subject: | Fuel Sender Gotchya |
I have been fighting communication problems between JPI engine monitor and
my EFIS. It would not show my fuel gauge. After much frustration we
discovered that the software that was shipped with the JPI monitor was
flawed and did not have the appropriate place to indicate the fuel tanks.
After going on line and downloading the newest software all is well.
So those of you with JPI stuff put this in the memory banks for when you get
to programming stuff. Several wasted weeks and many wasted hours.
Gary
40274
DAR Inspection Scheduled.
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Message 15
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| Subject: | Re: Neg Battery Cable Routing |
Gary, Part of your question has come up before, (probably on the
aeroelectric-list. It was specifically addressed to Bob Nuckolls at
one of his Aero Electric seminars. For aircraft like the RV-10 where the
standard battery mount position is in the rear of the aircraft. Bob saw
no problems in grounding the batteries locally (i.e. to the airframe at
the battery location) and avoiding the weight, expense and complexity of
running the additional heavy cable forward to the common firewall ground.
Deems Davis # 406
'Its all done....Its just not put together'
http://deemsrv10.com/
orchidman wrote:
>
> I am trying to wrap up the design of the Negative battery lead from the battery
to the starter. I have two specific questions.
>
> >From the Neg terminal of the battery, Vans shows that you go to airframe ground
at the battery mount frame and that is all. Others have a Neg cable paralleling
the Pos cable to the firewall where the Neg lead is grounded to the firewall.
I am considering grounding at the battery mount frame and continuing the
cable forward to the firewall. My first question is, how many are running
2 cables and if so, are you grounding at both locations? I ask this because in
theory it is creating a ground loop.
Message 16
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|
| Subject: | Re: Neg Battery Cable Routing |
Deems Davis wrote:
> ...For aircraft like the RV-10 where the
> standard battery mount position is in the rear of the aircraft. Bob saw
> no problems in grounding the batteries locally (i.e. to the airframe at
> the battery location) and avoiding the weight, expense and complexity of
> running the additional heavy cable forward to the common firewall ground.
Bob is located only about 2 1/2 hours away but I have never attended his seminar.
I have his books.
I know there are people flying that have done both and I am trying to see which
might be better and any problems some might have had with either approach.
Are there any advantages or needs to having a Neg cable going to the firewall in
the -10?
--------
Gary Blankenbiller
RV10 - # 40674
Fuselage SB
(N410GB reserved)
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=170739#170739
Message 17
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| Subject: | Re: Fuel pressure problems |
I suppose that's possible, it's a plans built RV10, so nothing out of
the ordinary. But nothing obvious.
Rick Sked wrote:
>
> Sam,
>
> Can you observe your fuel flow or do you just have pressure drop? I
> wonder if your getting bubbles or foaming in the line somewhere. Might
> want to see if there is a long expanse of unsupported fuel line that
> could be vibrating. Just throwing out an idea.
>
> Rick Sked
>
> 40185
> ----- Original Message -----
> From: "Sam" <sam@fr8dog.net>
> To: rv10-list@matronics.com
> Sent: Tuesday, March 18, 2008 10:18:59 AM (GMT-0800) America/Los_Angeles
> Subject: Re: RV10-List: Fuel pressure problems
>
> Thanks for the reply Tim, but my pressure problem occurs at any flight
> attitude, or temp. So maybe were talking about a different problem.
> Normally at cruise my fuel pressure is in the low to mid 20's. When it
> does drop,a flip of the pump switch puts it back to normal.
> I also experience engine surging at idle power settings on the ground,
> when the temp is above 75 or so degrees. It's fine in the winter months.
> Thanks,
> Sam
>
> Tim Olson wrote:
>
>
> The closest thing I can relate to this is a very very intermittent
> thing....something I only see on a handful of flights, and usually
> just in warmer temps.
>
> If you climb at low airspeeds, like try to do a 90-100kt climb
> on a hot day, I start to see a drop in fuel pressure. It starts
> to fluctuate a bit, and then will start to drop. My audio warnings
> fire up under about 12psi, so I don't run it too low to see how
> it goes....I usually hit the boost, and drop the nose for better
> cooling. Once you drop the nose and get more cooling airflow,
> it goes away. Also, note that this happens in climb, when you
> have lots of fuel flow. As soon as I level off, lean out, and
> the fuel flows drop, it doesn't do it anymore. So, my guess is
> that with high flow requirements in climb, and high heat, they
> combine and produce low and fluctuating pressure. Since dropping
> the nose has shown to eliminate the problem (like climbing at
> 120kts if I see this happening) and since pulling back the mixture
> takes care of it once level, that is my best guess. But, as I
> said, it isn't something I see very often...just on the hot
> days or where I've done extended climbs...maybe see it 10-15
> times a season...or something like that, but that's over 100-200
> hours a season.
>
> At one point I had tried to order a fuel pump cooling shroud
> but the place didn't get them in stock. One of these days
> I still would like to try that, along with perhaps some
> heat shielding foam over the fuel lines forward of the
> firewall. But, my thought is, if you get your cowl set up
> with great cooling, it's probably something you wouldn't
> see too often.
>
> I'm not 100% sure of any of this....but it is something to
> consider.
>
> Tim Olson - RV-10 N104CD - Flying
> do not archive
>
>
> Sam wrote:
>
> That's what I thought to, but when I turn on the boost pump,
> it immediately returns to normal pressure.
>
> Jesse Saint wrote:
>
> <jesse@saintaviation.com>
>
> That sounds like a sensor issue, maybe either a bad crimp
> or a bad ground.
> Don't ask me how I might know.
>
> do not archive.
>
> Jesse Saint
> Saint Aviation, Inc.
> jesse@saintaviation.com
> www.saintaviation.com
> 352-427-0285
>
> Sam wrote:
>
>
> The first fifty hours were trouble free, as far as
> fuel pressure goes,
> but now for the past 40 hours or so, I'm getting fuel
> pressure
> fluctuation's. Normally the F/P runs in the mid to low
> 20's, but now
> constantly fluctuates from 8 to 27 psi. The engine
> runs ok, but it's
> disconcerting. Has anybody experienced this on an
> IO540D4A5 before,
> would the engine actually keep running if the F/P was
> really down to 8psi?
> Sam Marlow
> #40157
>
>
>
>
>
>
>
> *
>
>
> *
>
>
> *
>
> get=_blank>http://www.matronics.com/Navigator?RV10-List
> p://forums.matronics.com
> blank>http://www.matronics.com/contribution
>
> *
> *
>
>
> *
Message 18
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|
| Subject: | Re: Fuel pressure problems |
It's a fire sleeved line, that's standard positioning, not near the
exhaust at all.
Ben Westfall wrote:
>
> To add to Ricks comment
>
> Is your fuel line from the servo to the spider close to the exhaust
> stack? I ask cause I know of one RV-9A that spits and coughs on the
> ground and we think its caused by vapor lock like symptoms due to
> excessive heat from the exhaust pipes that run right in front of the
> fuel line. I wouldnt think you would get this at cruise because
> airflow should be sufficient to keep temps down but. just another
> thought.
>
> -Ben
>
> ------------------------------------------------------------------------
>
> *From:* owner-rv10-list-server@matronics.com
> [mailto:owner-rv10-list-server@matronics.com] *On Behalf Of *Rick Sked
> *Sent:* Tuesday, March 18, 2008 11:43 AM
> *To:* rv10-list@matronics.com
> *Subject:* Re: RV10-List: Fuel pressure problems
>
> Sam,
>
> Can you observe your fuel flow or do you just have pressure drop? I
> wonder if your getting bubbles or foaming in the line somewhere. Might
> want to see if there is a long expanse of unsupported fuel line that
> could be vibrating. Just throwing out an idea.
>
> Rick Sked
>
> 40185
> ----- Original Message -----
> From: "Sam" <sam@fr8dog.net>
> To: rv10-list@matronics.com
> Sent: Tuesday, March 18, 2008 10:18:59 AM (GMT-0800) America/Los_Angeles
> Subject: Re: RV10-List: Fuel pressure problems
>
> Thanks for the reply Tim, but my pressure problem occurs at any flight
> attitude, or temp. So maybe were talking about a different problem.
> Normally at cruise my fuel pressure is in the low to mid 20's. When it
> does drop,a flip of the pump switch puts it back to normal.
> I also experience engine surging at idle power settings on the ground,
> when the temp is above 75 or so degrees. It's fine in the winter months.
> Thanks,
> Sam
>
> Tim Olson wrote:
>
> <mailto:Tim@myrv10.com>
>
> The closest thing I can relate to this is a very very intermittent
> thing....something I only see on a handful of flights, and usually
> just in warmer temps.
>
> If you climb at low airspeeds, like try to do a 90-100kt climb
> on a hot day, I start to see a drop in fuel pressure. It starts
> to fluctuate a bit, and then will start to drop. My audio warnings
> fire up under about 12psi, so I don't run it too low to see how
> it goes....I usually hit the boost, and drop the nose for better
> cooling. Once you drop the nose and get more cooling airflow,
> it goes away. Also, note that this happens in climb, when you
> have lots of fuel flow. As soon as I level off, lean out, and
> the fuel flows drop, it doesn't do it anymore. So, my guess is
> that with high flow requirements in climb, and high heat, they
> combine and produce low and fluctuating pressure. Since dropping
> the nose has shown to eliminate the problem (like climbing at
> 120kts if I see this happening) and since pulling back the mixture
> takes care of it once level, that is my best guess. But, as I
> said, it isn't something I see very often...just on the hot
> days or where I've done extended climbs...maybe see it 10-15
> times a season...or something like that, but that's over 100-200
> hours a season.
>
> At one point I had tried to order a fuel pump cooling shroud
> but the place didn't get them in stock. One of these days
> I still would like to try that, along with perhaps some
> heat shielding foam over the fuel lines forward of the
> firewall. But, my thought is, if you get your cowl set up
> with great cooling, it's probably something you wouldn't
> see too often.
>
> I'm not 100% sure of any of this....but it is something to
> consider.
>
> Tim Olson - RV-10 N104CD - Flying
> do not archive
>
>
> Sam wrote:
>
> That's what I thought to, but when I turn on the boost pump, it
> immediately returns to normal pressure.
>
> Jesse Saint wrote:
>
> <jesse@saintaviation.com> <mailto:jesse@saintaviation.com>
>
> That sounds like a sensor issue, maybe either a bad crimp or a bad
> ground.
> Don't ask me how I might know.
>
> do not archive.
>
> Jesse Saint
> Saint Aviation, Inc.
> jesse@saintaviation.com <mailto:jesse@saintaviation.com>
> www.saintaviation.com <http://www.saintaviation.com/>
> 352-427-0285
>
> Sam wrote:
>
> The first fifty hours were trouble free, as far as fuel pressure goes,
> but now for the past 40 hours or so, I'm getting fuel pressure
> fluctuation's. Normally the F/P runs in the mid to low 20's, but now
> constantly fluctuates from 8 to 27 psi. The engine runs ok, but it's
> disconcerting. Has anybody experienced this on an IO540D4A5 before,
> would the engine actually keep running if the F/P was really down to
> 8psi?
> Sam Marlow
> #40157
>
>
> *
>
>
> *
>
>
> * *
> * *
> *get=_blank>http://www.matronics.com/Navigator?RV10-List*
> *p://forums.matronics.com*
> *blank>http://www.matronics.com/contribution*
> * *
> * *
> * *
> *an style='font-size:10.0pt;color:black;
> =================*
> **
> **
> *http://www.matronics.com/Navigator?RV10-List*
> **
> *http://forums.matronics.com*
> **
> **
> **
> * *
> *
>
>
> *
Message 19
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|
| Subject: | Re: Fuel pressure problems |
Depending on the style of fire sleeving (impregnated on the line or actually
just a sleeve)....the fire sleeving can hide a kinked line. A kinked line
could produce erratic flow dependent on fuel demand.
-Chris Lucas
#40072
----- Original Message -----
From: "Sam" <sam@fr8dog.net>
Sent: Tuesday, March 18, 2008 4:53 PM
Subject: Re: RV10-List: Fuel pressure problems
>
> It's a fire sleeved line, that's standard positioning, not near the
> exhaust at all.
>
> Ben Westfall wrote:
>>
>> To add to Ricks comment
>>
>> Is your fuel line from the servo to the spider close to the exhaust
>> stack? I ask cause I know of one RV-9A that spits and coughs on the
>> ground and we think its caused by vapor lock like symptoms due to
>> excessive heat from the exhaust pipes that run right in front of the fuel
>> line. I wouldnt think you would get this at cruise because airflow
>> should be sufficient to keep temps down but. just another thought.
>>
>> -Ben
>>
>> ------------------------------------------------------------------------
>>
>> *From:* owner-rv10-list-server@matronics.com
>> [mailto:owner-rv10-list-server@matronics.com] *On Behalf Of *Rick Sked
>> *Sent:* Tuesday, March 18, 2008 11:43 AM
>> *To:* rv10-list@matronics.com
>> *Subject:* Re: RV10-List: Fuel pressure problems
>>
>> Sam,
>>
>> Can you observe your fuel flow or do you just have pressure drop? I
>> wonder if your getting bubbles or foaming in the line somewhere. Might
>> want to see if there is a long expanse of unsupported fuel line that
>> could be vibrating. Just throwing out an idea.
>>
>> Rick Sked
>>
>> 40185
>> ----- Original Message -----
>> From: "Sam" <sam@fr8dog.net>
>> To: rv10-list@matronics.com
>> Sent: Tuesday, March 18, 2008 10:18:59 AM (GMT-0800) America/Los_Angeles
>> Subject: Re: RV10-List: Fuel pressure problems
>>
>> Thanks for the reply Tim, but my pressure problem occurs at any flight
>> attitude, or temp. So maybe were talking about a different problem.
>> Normally at cruise my fuel pressure is in the low to mid 20's. When it
>> does drop,a flip of the pump switch puts it back to normal.
>> I also experience engine surging at idle power settings on the ground,
>> when the temp is above 75 or so degrees. It's fine in the winter months.
>> Thanks,
>> Sam
>>
>> Tim Olson wrote:
>>
>> <mailto:Tim@myrv10.com>
>>
>> The closest thing I can relate to this is a very very intermittent
>> thing....something I only see on a handful of flights, and usually
>> just in warmer temps.
>>
>> If you climb at low airspeeds, like try to do a 90-100kt climb
>> on a hot day, I start to see a drop in fuel pressure. It starts
>> to fluctuate a bit, and then will start to drop. My audio warnings
>> fire up under about 12psi, so I don't run it too low to see how
>> it goes....I usually hit the boost, and drop the nose for better
>> cooling. Once you drop the nose and get more cooling airflow,
>> it goes away. Also, note that this happens in climb, when you
>> have lots of fuel flow. As soon as I level off, lean out, and
>> the fuel flows drop, it doesn't do it anymore. So, my guess is
>> that with high flow requirements in climb, and high heat, they
>> combine and produce low and fluctuating pressure. Since dropping
>> the nose has shown to eliminate the problem (like climbing at
>> 120kts if I see this happening) and since pulling back the mixture
>> takes care of it once level, that is my best guess. But, as I
>> said, it isn't something I see very often...just on the hot
>> days or where I've done extended climbs...maybe see it 10-15
>> times a season...or something like that, but that's over 100-200
>> hours a season.
>>
>> At one point I had tried to order a fuel pump cooling shroud
>> but the place didn't get them in stock. One of these days
>> I still would like to try that, along with perhaps some
>> heat shielding foam over the fuel lines forward of the
>> firewall. But, my thought is, if you get your cowl set up
>> with great cooling, it's probably something you wouldn't
>> see too often.
>>
>> I'm not 100% sure of any of this....but it is something to
>> consider.
>>
>> Tim Olson - RV-10 N104CD - Flying
>> do not archive
>>
>>
>> Sam wrote:
>>
>> That's what I thought to, but when I turn on the boost pump, it
>> immediately returns to normal pressure.
>>
>> Jesse Saint wrote:
>>
>> <mailto:jesse@saintaviation.com>
>>
>> That sounds like a sensor issue, maybe either a bad crimp or a bad
>> ground.
>> Don't ask me how I might know.
>>
>> do not archive.
>>
>> Jesse Saint
>> Saint Aviation, Inc.
>> jesse@saintaviation.com <mailto:jesse@saintaviation.com>
>> www.saintaviation.com <http://www.saintaviation.com/>
>> 352-427-0285
>>
>> Sam wrote:
>>
>> The first fifty hours were trouble free, as far as fuel pressure goes,
>> but now for the past 40 hours or so, I'm getting fuel pressure
>> fluctuation's. Normally the F/P runs in the mid to low 20's, but now
>> constantly fluctuates from 8 to 27 psi. The engine runs ok, but it's
>> disconcerting. Has anybody experienced this on an IO540D4A5 before,
>> would the engine actually keep running if the F/P was really down to
>> 8psi?
>> Sam Marlow
>> #40157
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
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>> * *
>> * *
>> *get=_blank>http://www.matronics.com/Navigator?RV10-List*
>> *p://forums.matronics.com*
>> *blank>http://www.matronics.com/contribution*
>> * *
>> * *
>> * *
>> *an style='font-size:10.0pt;color:black;
>> =================*
>> **
>> **
>> *http://www.matronics.com/Navigator?RV10-List*
>> **
>> *http://forums.matronics.com*
>> **
>> **
>> **
>> * *
>> *
>>
>>
>> *
>
>
>
Message 20
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|
| Subject: | Re: Fuel pressure problems |
On a IO540 it's a straight shot from the servo to the spider, or almost.
But it could be just a bad hose, that's one of the last things I intend
to check, because of the $dollar factor.
Chris wrote:
>
> Depending on the style of fire sleeving (impregnated on the line or
> actually just a sleeve)....the fire sleeving can hide a kinked line. A
> kinked line could produce erratic flow dependent on fuel demand.
> -Chris Lucas
> #40072
> ----- Original Message ----- From: "Sam" <sam@fr8dog.net>
> To: <rv10-list@matronics.com>
> Sent: Tuesday, March 18, 2008 4:53 PM
> Subject: Re: RV10-List: Fuel pressure problems
>
>
>>
>> It's a fire sleeved line, that's standard positioning, not near the
>> exhaust at all.
>>
>> Ben Westfall wrote:
>>>
>>> To add to Ricks comment
>>>
>>> Is your fuel line from the servo to the spider close to the exhaust
>>> stack? I ask cause I know of one RV-9A that spits and coughs on the
>>> ground and we think its caused by vapor lock like symptoms due to
>>> excessive heat from the exhaust pipes that run right in front of the
>>> fuel line. I wouldnt think you would get this at cruise because
>>> airflow should be sufficient to keep temps down but. just another
>>> thought.
>>>
>>> -Ben
>>>
>>> ------------------------------------------------------------------------
>>>
>>>
>>> *From:* owner-rv10-list-server@matronics.com
>>> [mailto:owner-rv10-list-server@matronics.com] *On Behalf Of *Rick Sked
>>> *Sent:* Tuesday, March 18, 2008 11:43 AM
>>> *To:* rv10-list@matronics.com
>>> *Subject:* Re: RV10-List: Fuel pressure problems
>>>
>>> Sam,
>>>
>>> Can you observe your fuel flow or do you just have pressure drop? I
>>> wonder if your getting bubbles or foaming in the line somewhere.
>>> Might want to see if there is a long expanse of unsupported fuel
>>> line that could be vibrating. Just throwing out an idea.
>>>
>>> Rick Sked
>>>
>>> 40185
>>> ----- Original Message -----
>>> From: "Sam" <sam@fr8dog.net>
>>> To: rv10-list@matronics.com
>>> Sent: Tuesday, March 18, 2008 10:18:59 AM (GMT-0800)
>>> America/Los_Angeles
>>> Subject: Re: RV10-List: Fuel pressure problems
>>>
>>> Thanks for the reply Tim, but my pressure problem occurs at any
>>> flight attitude, or temp. So maybe were talking about a different
>>> problem. Normally at cruise my fuel pressure is in the low to mid
>>> 20's. When it does drop,a flip of the pump switch puts it back to
>>> normal.
>>> I also experience engine surging at idle power settings on the
>>> ground, when the temp is above 75 or so degrees. It's fine in the
>>> winter months.
>>> Thanks,
>>> Sam
>>>
>>> Tim Olson wrote:
>>>
>>> <mailto:Tim@myrv10.com>
>>>
>>> The closest thing I can relate to this is a very very intermittent
>>> thing....something I only see on a handful of flights, and usually
>>> just in warmer temps.
>>>
>>> If you climb at low airspeeds, like try to do a 90-100kt climb
>>> on a hot day, I start to see a drop in fuel pressure. It starts
>>> to fluctuate a bit, and then will start to drop. My audio warnings
>>> fire up under about 12psi, so I don't run it too low to see how
>>> it goes....I usually hit the boost, and drop the nose for better
>>> cooling. Once you drop the nose and get more cooling airflow,
>>> it goes away. Also, note that this happens in climb, when you
>>> have lots of fuel flow. As soon as I level off, lean out, and
>>> the fuel flows drop, it doesn't do it anymore. So, my guess is
>>> that with high flow requirements in climb, and high heat, they
>>> combine and produce low and fluctuating pressure. Since dropping
>>> the nose has shown to eliminate the problem (like climbing at
>>> 120kts if I see this happening) and since pulling back the mixture
>>> takes care of it once level, that is my best guess. But, as I
>>> said, it isn't something I see very often...just on the hot
>>> days or where I've done extended climbs...maybe see it 10-15
>>> times a season...or something like that, but that's over 100-200
>>> hours a season.
>>>
>>> At one point I had tried to order a fuel pump cooling shroud
>>> but the place didn't get them in stock. One of these days
>>> I still would like to try that, along with perhaps some
>>> heat shielding foam over the fuel lines forward of the
>>> firewall. But, my thought is, if you get your cowl set up
>>> with great cooling, it's probably something you wouldn't
>>> see too often.
>>>
>>> I'm not 100% sure of any of this....but it is something to
>>> consider.
>>>
>>> Tim Olson - RV-10 N104CD - Flying
>>> do not archive
>>>
>>>
>>> Sam wrote:
>>>
>>> That's what I thought to, but when I turn on the boost pump, it
>>> immediately returns to normal pressure.
>>>
>>> Jesse Saint wrote:
>>>
>>> <jesse@saintaviation.com> <mailto:jesse@saintaviation.com>
>>>
>>> That sounds like a sensor issue, maybe either a bad crimp or a bad
>>> ground.
>>> Don't ask me how I might know.
>>>
>>> do not archive.
>>>
>>> Jesse Saint
>>> Saint Aviation, Inc.
>>> jesse@saintaviation.com <mailto:jesse@saintaviation.com>
>>> www.saintaviation.com <http://www.saintaviation.com/>
>>> 352-427-0285
>>>
>>> Sam wrote:
>>>
>>> The first fifty hours were trouble free, as far as fuel pressure goes,
>>> but now for the past 40 hours or so, I'm getting fuel pressure
>>> fluctuation's. Normally the F/P runs in the mid to low 20's, but now
>>> constantly fluctuates from 8 to 27 psi. The engine runs ok, but it's
>>> disconcerting. Has anybody experienced this on an IO540D4A5 before,
>>> would the engine actually keep running if the F/P was really down to
>>> 8psi?
>>> Sam Marlow
>>> #40157
>>>
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>>> * *
>>> * *
>>> *get=_blank>http://www.matronics.com/Navigator?RV10-List*
>>> *p://forums.matronics.com*
>>> *blank>http://www.matronics.com/contribution*
>>> * *
>>> * *
>>> * *
>>> *an style='font-size:10.0pt;color:black;
>>> =================*
>>> **
>>> **
>>> *http://www.matronics.com/Navigator?RV10-List*
>>> **
>>> *http://forums.matronics.com*
>>> **
>>> **
>>> **
>>> * *
>>> *
>>>
>>>
>>> *
>>
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>
>
Message 21
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| Subject: | Door Fit - Rabbit w/o pictures |
John,
We used a router with a "rabbeting bit"
Amana Tool # 49340, www.amanatool.com, David got it a local tool
store that sells to the cabinet trade.
The carbide flute was 1.375 dia, the guide bearing was 1.125 dia to
produce a .125 rabbit. The depth was set to the thickness of the door
edge.
See remarks in the email response below, Mar 14 from me.
Richard Reynolds
March 14, 2008 reply from Richard Reynolds
John,
We put a 1/8 square rabbit in the canopy door frame. it made the door
very easy to fit. Make it deep enough for the thickest part of the
door. Be careful when trimming the canopy frame in way of the
aluminum fuselage frame.
Please note!
After trimming the door to the factory scribe lines, take equal
amounts off the forward and aft edges. The temptation is after
getting one edge to fit, removing the remainder from the other edge.
DON'T, because it makes the inside "jam" unequal. (Ask me how I know)
Also, the top of the canopy door frame really does not need the
rabbit, The top edge of the door WILL require a bevel to open properly!
Richard Reynolds
Message 22
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| Subject: | TCW Technologies / Safety-Trim special announcement |
Fellow RV builders,
We are please to announce that Van's Aircraft, Inc. has become a
distributor of our series of Safety-Trim products and accessories. Our
products are now available through their Online Web Catalog at
www.vansaircraft.com. Safety-Trim is the electronic trim controller
that improves the safety and performance of the electric trim servos
used in the RV series of aircraft.
Additionally, TCW Technologies will be at Sun-n-Fun this year at
outdoor booth N-96. We welcome you and would especially like to
personally thank all those who have already purchased our products. If
you are unfamiliar with our products please come see our working demo
unit and try out Safety-Trim for yourself.
We also have an exciting new product announcement to make at
Sun-n-Fun.
Best regards,
Bob Newman (40176 almost to the glass work!)
TCW Technologies
www.tcwtech.com
Message 23
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| Subject: | Re: Another RV-10 painted |
> Subject: RV10-List:
> From: "AirMike" <Mikeabel@Pacbell.net>
>
> Congrats Looks totally awesome.Can you give us a few details on what you did
for prep.... what they did for prep - wheel pants on/off
> cowling on/off .... flight controls..... and costs
For prep of all of the fiberglas surfaces, I did the Van's procedure of mixing
50-50 West System epoxy and acetone, squeegied into the pinholes with a single
edge razor blade. Then sanded smooth, followed a coat of UV SmoothPrime applied
via roller and sanded back to a smooth surface. Lots of sanding but it was
a very smooth finish on the fiberglas parts as delivered to them.
They were happy with my fiberglas prep work, but the other thing I had done was
attempt to paint the thing myself with an HVLP setup, and I had already put epoxy
primer and polyurethane topcoat on all of the control surfaces, and they
had to strip that back to bare metal. Live and learn...
This was a four color paint job (white and dark blue base coats in JetGlo and light
blue and desert tan accents in AcrylGlo), for which their basic bid was $7000.
They credited me $500 for the fiberglas prep they didn't have to do, and
charged me $500 for stripping the already painted control surfaces.
They removed all fairings, cowl, spinner and control surfaces and re-installed
them -- I didn't have to do any of that.
> How long was it in their shop. Did they let you work there.
They said it would normally be about 3 weeks for a four color paint job, but I
happened to deliver the plane on the first day of deer hunting season (hey, it
*is* Arkansas :-) ), and both Thanksgiving and Christmas holidays fell during
the time it was in their shop, so I ended up picking up the plane the weekend
after Christmas and it totaled a little over 4 weeks. All in all, it was fine
with me since I was out of town on the west coast during the holidays anyway
and in no rush.
They would have let me work there, but as noted above they took over the whole
project and I didn't have to do anything other than an acceptance inspection on
picking it up.
It isn't a showplane quality paint job with exquisite details and a lustrous clearcoat,
but I wasn't really looking for that. No runs or sags anywhere and a
great, deep wet-look finish on all surfaces and I am quite happy with the cost-benefit
and ease of dropping the plane off, selecting the colors in real time
with them, and then just picking up the finished product. The non-metallic
colors will also be easy to maintain and touch-up over time.
Hope this helps,
-Dan Masys
Message 24
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| Subject: | Door Fit - Rabbit w/o pictures |
Hi Richard,
Last weekend I spent two hours marking my doors with a scribe. I first scri
bed a line on the canopy by using the height of the canopy curve(door cut o
ut)as a guide and then used this same distance to trace the line back onto
the doors as they are mounted on the canopy. I did the 45 degree bevel all
the way around and it took a total of another 7.5 hours of taking the door
on and off to perfect the fit. That's one door. Interestingly, my original
scribe line was right on.
The entire time I was doing this I was thinking about you previous post abo
ut the rabbet.
Two questions I have are:
Did the .125" rabbet stay in the curve of the canopy which is made of resin
and microfiber/flow mix, in essense not into glass fiber?
Do the hinges articulate true enough that the door closes inside your rabbe
t with out it creaping around with each closure and if so, what is the gap
distance you created between the door and the canopy. Is the gap distance s
maller than the rabbet width so that if there is any door creap, there is n
ot open air gap?
Thanks,
John G.
r Fit - Rabbit w/o picturesDate: Tue, 18 Mar 2008 17:44:46 -0400
John,
We used a router with a "rabbeting bit"
Amana Tool # 49340, www.amanatool.com, David got it a local tool store tha
t sells to the cabinet trade.
The carbide flute was 1.375 dia, the guide bearing was 1.125 dia to produce
a .125 rabbit. The depth was set to the thickness of the door edge.
See remarks in the email response below, Mar 14 from me.
Richard Reynolds
March 14, 2008 reply from Richard Reynolds
John,
We put a 1/8 square rabbit in the canopy door frame. it made the door very
easy to fit. Make it deep enough for the thickest part of the door. Be care
ful when trimming the canopy frame in way of the aluminum fuselage frame.
Please note!
After trimming the door to the factory scribe lines, take equal amounts off
the forward and aft edges. The temptation is after getting one edge to fit
, removing the remainder from the other edge. DON'T, because it makes the i
nside "jam" unequal. (Ask me how I know)
Also, the top of the canopy door frame really does not need the rabbit, The
top edge of the door WILL require a bevel to open properly!
Richard Reynolds
Message 25
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| Subject: | Getting Closer (G900X Panel) |
Only item missing is the TT Sorcerer AP... Oh and the rest of the
plane...:
Robin
Message 26
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| Subject: | Re: Getting Closer (G900X Panel) |
Message 27
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| Subject: | Digiflight 2.5" round hole cutout dimensions? |
Hey all -
Does anyone have a cad drawing of the cutout for the round version of
the Digiflight2? or the exact dimensions? I'm trying to lay out my
panel, and there's no drawing in the Trutrak documentation that I could
find. anyone?
thanks
cj
Message 28
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| Subject: | Re: Fuel pressure problems |
OK, here is my theory on this one because I have the same issue.
It only occurs for me if I am climbing out for an extended period of time with
full fuel tanks.
What I believe happens is that the breather tubes get filled with fuel and as you
start to burn fuel it cannot bring air into the tank because of the "column"
of fuel above the breather which causes low fuel pressure warnings. I have
found that if I level off it is immediately gone or if I make sure there is 1-2"
below the filler neck I don't get this problem.
By leveling off and turning on the fuel pump, I think it can clear the breather
and everything starts to work fine.
This is just my theory but something you may want to look at. I'd be interested
to see if it happens with tanks at 3/4 or at lower angles of attack.
You would think that the full tanks would have a good column of fuel to supply
the pickup with plenty of pressure but possibly at high angle of attacks (which
causes the fuel to have to flow "uphill") combined with fuel in the breather
causing a low pressure in the tanks may just be enough to cause this issue.
I have also correlated it to climb outs that are greater than 4000 feet (could
just be extended climbs again) but everytime I fill the tanks completely full
and takeoff from a sea level airport and climb to 10k+ feet it seems to occur.
I've been wanted to sit down and work out the math, I know someone out there would
love to do that.
Scott Schmidt
----- Original Message ----
From: Tim Olson <Tim@myrv10.com>
Sent: Tuesday, March 18, 2008 8:15:59 AM
Subject: Re: RV10-List: Fuel pressure problems
The closest thing I can relate to this is a very very intermittent
thing....something I only see on a handful of flights, and usually
just in warmer temps.
If you climb at low airspeeds, like try to do a 90-100kt climb
on a hot day, I start to see a drop in fuel pressure. It starts
to fluctuate a bit, and then will start to drop. My audio warnings
fire up under about 12psi, so I don't run it too low to see how
it goes....I usually hit the boost, and drop the nose for better
cooling. Once you drop the nose and get more cooling airflow,
it goes away. Also, note that this happens in climb, when you
have lots of fuel flow. As soon as I level off, lean out, and
the fuel flows drop, it doesn't do it anymore. So, my guess is
that with high flow requirements in climb, and high heat, they
combine and produce low and fluctuating pressure. Since dropping
the nose has shown to eliminate the problem (like climbing at
120kts if I see this happening) and since pulling back the mixture
takes care of it once level, that is my best guess. But, as I
said, it isn't something I see very often...just on the hot
days or where I've done extended climbs...maybe see it 10-15
times a season...or something like that, but that's over 100-200
hours a season.
At one point I had tried to order a fuel pump cooling shroud
but the place didn't get them in stock. One of these days
I still would like to try that, along with perhaps some
heat shielding foam over the fuel lines forward of the
firewall. But, my thought is, if you get your cowl set up
with great cooling, it's probably something you wouldn't
see too often.
I'm not 100% sure of any of this....but it is something to
consider.
Tim Olson - RV-10 N104CD - Flying
do not archive
Sam wrote:
> That's what I thought to, but when I turn on the boost pump, it
> immediately returns to normal pressure.
>
> Jesse Saint wrote:
>>
>> That sounds like a sensor issue, maybe either a bad crimp or a bad ground.
>> Don't ask me how I might know.
>>
>> do not archive.
>>
>> Jesse Saint
>> Saint Aviation, Inc.
>> jesse@saintaviation.com
>> www.saintaviation.com
>> 352-427-0285
>>
>> Sam wrote:
>>
>>> The first fifty hours were trouble free, as far as fuel pressure goes,
>>> but now for the past 40 hours or so, I'm getting fuel pressure
>>> fluctuation's. Normally the F/P runs in the mid to low 20's, but now
>>> constantly fluctuates from 8 to 27 psi. The engine runs ok, but it's
>>> disconcerting. Has anybody experienced this on an IO540D4A5 before,
>>> would the engine actually keep running if the F/P was really down to 8psi?
>>> Sam Marlow
>>> #40157
>>>
>>>
>>
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Message 29
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| Subject: | Fuel pressure problems |
By breather tubes , are you referring to the vent lines? If so do you have
the tips of the vent lines cut diagonally and facing forward. This is
intened to provide a positve "ram" pressure to the vent lines if they
contain fuel.
_____
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Scott Schmidt
Sent: Tuesday, March 18, 2008 10:11 PM
Subject: Re: RV10-List: Fuel pressure problems
OK, here is my theory on this one because I have the same issue.
It only occurs for me if I am climbing out for an extended period of time
with full fuel tanks.
What I believe happens is that the breather tubes get filled with fuel and
as you start to burn fuel it cannot bring air into the tank because of the
"column" of fuel above the breather which causes low fuel pressure warnings.
I have found that if I level off it is immediately gone or if I make sure
there is 1-2" below the filler neck I don't get this problem.
By leveling off and turning on the fuel pump, I think it can clear the
breather and everything starts to work fine.
This is just my theory but something you may want to look at. I'd be
interested to see if it happens with tanks at 3/4 or at lower angles of
attack.
You would think that the full tanks would have a good column of fuel to
supply the pickup with plenty of pressure but possibly at high angle of
attacks (which causes the fuel to have to flow "uphill") combined with fuel
in the breather causing a low pressure in the tanks may just be enough to
cause this issue.
I have also correlated it to climb outs that are greater than 4000 feet
(could just be extended climbs again) but everytime I fill the tanks
completely full and takeoff from a sea level airport and climb to 10k+ feet
it seems to occur.
I've been wanted to sit down and work out the math, I know someone out there
would love to do that.
Scott Schmidt
----- Original Message ----
From: Tim Olson <Tim@myrv10.com>
Sent: Tuesday, March 18, 2008 8:15:59 AM
Subject: Re: RV10-List: Fuel pressure problems
The closest thing I can relate to this is a very very intermittent
thing....something I only see on a handful of flights, and usually
just in warmer temps.
If you climb at low airspeeds, like try to do a 90-100kt climb
on a hot day, I start to see a drop in fuel pressure. It starts
to fluctuate a bit, and then will start to drop. My audio warnings
fire up under about 12psi, so I don't run it too low to see how
it goes....I usually hit the boost, and drop the nose for better
cooling. Once you drop the nose and get more cooling airflow,
it goes away. Also, note that this happens in climb, when you
have lots of fuel flow. As soon as I level off, lean out, and
the fuel flows drop, it doesn't do it anymore. So, my guess is
that with high flow requirements in climb, and high heat, they
combine and produce low and fluctuating pressure. Since dropping
the nose has shown to eliminate the problem (like climbing at
120kts if I see this happening) and since pulling back the mixture
takes care of it once level, that is my best guess. But, as I
said, it isn't something I see very often...just on the hot
days or where I've done extended climbs...maybe see it 10-15
times a season...or something like that, but that's over 100-200
hours a season.
At one point I had tried to order a fuel pump cooling shroud
but the place didn't get them in stock. One of these days
I still would like to try that, along with perhaps some
heat shielding foam over the fuel lines forward of the
firewall. But, my thought is, if you get your cowl set up
with great cooling, it's probably something you wouldn't
see too often.
I'm not 100% sure of any of this....but it is something to
consider.
Tim Olson - RV-10 N104CD - Flying
do not archive
Sam wrote:
> That's what I thought to, but when I turn on the boost pump, it
> immediately returns to normal pressure.
>
> Jesse Saint wrote:
>>
>> That sounds like a sensor issue, maybe either a bad crimp or a bad
ground.
>> Don't ask me how I might know.
>>
>> do not archive.
>>
>> Jesse Saint
>> Saint Aviation, Inc.
>> jesse@saintaviation.com
>> www.saintaviation.com
>> 352-427-0285
>>
>> Sam wrote:
>>
>>> The first fifty hours were trouble free, as far as fuel pressure goes,
>>> but now for the past 40 hours or so, I'm getting fuel pressure
>>> fluctuation's. Normally the F/P runs in the mid to low 20's, but now
>>> constantly fluctuates from 8 to 27 psi. The engine runs ok, but it's
>>> disconcerting. Has anybody experienced this on an IO540D4A5 before,
>>> would the engine actually keep running if the F/P was really down to
8psi?
>>> Sam Marlow
>>> #40157
>>>
>>>
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&g t;>
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>>< br>>>
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> *
>
>
> - The RV10-List Email Forum Use the Matronics List Features
Navigator to the many List utilities such as List Archive Search & Download,
7-Day Browse, Chat, Photoshare, and much much --> - MATRONICS
WEB FORUMS Same great content also available via the Web --> -
List Contribution Web Site Thank you for your generous
-Matt Dralle, List -->
Message 30
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Fuel pressure problems |
Another thought. Anybody experienced engine failure in an extended slip or
steep turn into the selected tank. Given that the fuel pickup is on the
inboard end the selected tank could unport considering the fuel level.
_____
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of David McNeill
Sent: Tuesday, March 18, 2008 10:36 PM
Subject: RE: RV10-List: Fuel pressure problems
By breather tubes , are you referring to the vent lines? If so do you have
the tips of the vent lines cut diagonally and facing forward. This is
intened to provide a positve "ram" pressure to the vent lines if they
contain fuel.
_____
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Scott Schmidt
Sent: Tuesday, March 18, 2008 10:11 PM
Subject: Re: RV10-List: Fuel pressure problems
OK, here is my theory on this one because I have the same issue.
It only occurs for me if I am climbing out for an extended period of time
with full fuel tanks.
What I believe happens is that the breather tubes get filled with fuel and
as you start to burn fuel it cannot bring air into the tank because of the
"column" of fuel above the breather which causes low fuel pressure warnings.
I have found that if I level off it is immediately gone or if I make sure
there is 1-2" below the filler neck I don't get this problem.
By leveling off and turning on the fuel pump, I think it can clear the
breather and everything starts to work fine.
This is just my theory but something you may want to look at. I'd be
interested to see if it happens with tanks at 3/4 or at lower angles of
attack.
You would think that the full tanks would have a good column of fuel to
supply the pickup with plenty of pressure but possibly at high angle of
attacks (which causes the fuel to have to flow "uphill") combined with fuel
in the breather causing a low pressure in the tanks may just be enough to
cause this issue.
I have also correlated it to climb outs that are greater than 4000 feet
(could just be extended climbs again) but everytime I fill the tanks
completely full and takeoff from a sea level airport and climb to 10k+ feet
it seems to occur.
I've been wanted to sit down and work out the math, I know someone out there
would love to do that.
Scott Schmidt
----- Original Message ----
From: Tim Olson <Tim@myrv10.com>
Sent: Tuesday, March 18, 2008 8:15:59 AM
Subject: Re: RV10-List: Fuel pressure problems
The closest thing I can relate to this is a very very intermittent
thing....something I only see on a handful of flights, and usually
just in warmer temps.
If you climb at low airspeeds, like try to do a 90-100kt climb
on a hot day, I start to see a drop in fuel pressure. It starts
to fluctuate a bit, and then will start to drop. My audio warnings
fire up under about 12psi, so I don't run it too low to see how
it goes....I usually hit the boost, and drop the nose for better
cooling. Once you drop the nose and get more cooling airflow,
it goes away. Also, note that this happens in climb, when you
have lots of fuel flow. As soon as I level off, lean out, and
the fuel flows drop, it doesn't do it anymore. So, my guess is
that with high flow requirements in climb, and high heat, they
combine and produce low and fluctuating pressure. Since dropping
the nose has shown to eliminate the problem (like climbing at
120kts if I see this happening) and since pulling back the mixture
takes care of it once level, that is my best guess. But, as I
said, it isn't something I see very often...just on the hot
days or where I've done extended climbs...maybe see it 10-15
times a season...or something like that, but that's over 100-200
hours a season.
At one point I had tried to order a fuel pump cooling shroud
but the place didn't get them in stock. One of these days
I still would like to try that, along with perhaps some
heat shielding foam over the fuel lines forward of the
firewall. But, my thought is, if you get your cowl set up
with great cooling, it's probably something you wouldn't
see too often.
I'm not 100% sure of any of this....but it is something to
consider.
Tim Olson - RV-10 N104CD - Flying
do not archive
Sam wrote:
> That's what I thought to, but when I turn on the boost pump, it
> immediately returns to normal pressure.
>
> Jesse Saint wrote:
>>
>> That sounds like a sensor issue, maybe either a bad crimp or a bad
ground.
>> Don't ask me how I might know.
>>
>> do not archive.
>>
>> Jesse Saint
>> Saint Aviation, Inc.
>> jesse@saintaviation.com
>> www.saintaviation.com
>> 352-427-0285
>>
>> Sam wrote:
>>
>>> The first fifty hours were trouble free, as far as fuel pressure goes,
>>> but now for the past 40 hours or so, I'm getting fuel pressure
>>> fluctuation's. Normally the F/P runs in the mid to low 20's, but now
>>> constantly fluctuates from 8 to 27 psi. The engine runs ok, but it's
>>> disconcerting. Has anybody experienced this on an IO540D4A5 before,
>>> would the engine actually keep running if the F/P was really down to
8psi?
>>> Sam Marlow
>>> #40157
>>>
>>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
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&g t;>
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>>< br>>>
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>
> *
>
>
> - The RV10-List Email Forum Use the Matronics List Features
Navigator to the many List utilities such as List Archive Search & Download,
7-Day Browse, Chat, Photoshare, and much much --> - MATRONICS
WEB FORUMS Same great content also available via the Web --> -
List Contribution Web Site Thank you for your generous
-Matt Dralle, List -->
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