Today's Message Index:
----------------------
1. 02:25 AM - It's another girl! (Jesse Saint)
2. 02:48 AM - Re: It's another girl! (Chris and Susie McGough)
3. 04:01 AM - Re: It's another girl! (Tom Ganster)
4. 04:13 AM - Re: It's another girl! (Chris and Susie McGough)
5. 04:27 AM - Re: It's another girl! (Les Kearney)
6. 06:30 AM - Re: (Doerr, Ray R [NTK])
7. 06:31 AM - Re: It's another girl! (John Jessen)
8. 06:31 AM - Re: It's another girl! (linn Walters)
9. 06:34 AM - Re: (John Jessen)
10. 07:57 AM - Re: Spins in a -10? (Chad E. Carlson)
11. 08:19 AM - Re: It's another girl! (Robin Marks)
12. 11:04 AM - Re: It's another girl! (Andy Turner)
13. 11:18 AM - Re: Re: It's another girl! (John Jessen)
14. 11:26 AM - Re: Re: It's another girl! (pilotdds@aol.com)
15. 12:16 PM - Re: Re: It's another girl! ..... and other slightly boring stuff. (linn Walters)
16. 12:48 PM - Re: Thielert Troubles (Eric Panning)
17. 12:58 PM - Re: Thielert Troubles (GRANSCOTT@aol.com)
18. 12:59 PM - Re: Thielert Troubles (GRANSCOTT@aol.com)
19. 03:13 PM - Re: Spins in a -10? (John Kirkland)
20. 03:54 PM - Re: Re: ()
21. 05:00 PM - Re: It's another girl! (Marcus Cooper)
22. 05:48 PM - Re: It's another girl! (Patrick Pulis)
23. 08:01 PM - flap speeds (David McNeill)
24. 08:27 PM - Re: Spins in a -10? (johngoodman)
25. 08:56 PM - What is Vans working on now? (Neil & Sarah Colliver)
Message 1
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| Subject: | It's another girl! |
This is off topic, but my wife just gave birth to Gracelyn Wato Saint
this morning at 5:00. Nothing against airplanes, but this is a little
more exciting than giving birth to an airplane, which many of us have
done and many are yet to do.
do not archive
Jesse Saint
Saint Aviation, Inc.
jesse@saintaviation.com
Cell: 352-427-0285
Fax: 815-377-3694
Message 2
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| Subject: | Re: It's another girl! |
On ya Jesse and to Mum and bubs to.....congrats fron Down under
The McGough family
----- Original Message -----
From: Jesse Saint
To: rv10-list@matronics.com
Sent: Monday, April 28, 2008 7:21 PM
Subject: RV10-List: It's another girl!
This is off topic, but my wife just gave birth to Gracelyn Wato Saint
this morning at 5:00. Nothing against airplanes, but this is a little
more exciting than giving birth to an airplane, which many of us have
done and many are yet to do.
do not archive
Jesse Saint
Saint Aviation, Inc.
jesse@saintaviation.com
Cell: 352-427-0285
Fax: 815-377-3694
Message 3
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| Subject: | It's another girl! |
Jesse,
Congratulations! Airplanes are fun but can=92t compare to the joy
children
bring to the home. My wife and I have had 10. (children that is)
-----Original Message-----
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Jesse Saint
Sent: Monday, April 28, 2008 4:22 AM
Subject: RV10-List: It's another girl!
This is off topic, but my wife just gave birth to Gracelyn Wato Saint
this
morning at 5:00. Nothing against airplanes, but this is a little more
exciting than giving birth to an airplane, which many of us have done
and
many are yet to do.
do not archive
Jesse Saint
Saint Aviation, Inc.
HYPERLINK "mailto:jesse@saintaviation.com"jesse@saintaviation.com
Cell: 352-427-0285
Fax: 815-377-3694
"http://www.matronics.com/Navigator?RV10-List"http://www.matronics.com/Na
vig
ator?RV10-List
"http://forums.matronics.com"http://forums.matronics.com
"http://www.matronics.com/contribution"http://www.matronics.com/contribut
ion
Checked by AVG.
4/27/2008
9:39 AM
Checked by AVG.
4/27/2008
9:39 AM
Message 4
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| Subject: | Re: It's another girl! |
10 kids ......i am deleting your email as I type before my wife sees it
as she is already clucky!
----- Original Message -----
From: Tom Ganster
To: rv10-list@matronics.com
Sent: Monday, April 28, 2008 8:57 PM
Subject: RE: RV10-List: It's another girl!
Jesse,
Congratulations! Airplanes are fun but can=92t compare to the joy
children bring to the home. My wife and I have had 10. (children that
is)
-----Original Message-----
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Jesse Saint
Sent: Monday, April 28, 2008 4:22 AM
To: rv10-list@matronics.com
Subject: RV10-List: It's another girl!
This is off topic, but my wife just gave birth to Gracelyn Wato Saint
this morning at 5:00. Nothing against airplanes, but this is a little
more exciting than giving birth to an airplane, which many of us have
done and many are yet to do.
do not archive
Jesse Saint
Saint Aviation, Inc.
jesse@saintaviation.com
Cell: 352-427-0285
Fax: 815-377-3694
http://www.matronics.com/Navigator?RV10-Listhttp://forums.matronics.comht
tp://www.matronics.com/contribution
Checked by AVG.
4/27/2008 9:39 AM
Checked by AVG.
4/27/2008 9:39 AM
Message 5
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| Subject: | It's another girl! |
Congrats Jessie!
Definitely more exciting!
..Les
_____
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Jesse Saint
Sent: April-28-08 3:22 AM
Subject: RV10-List: It's another girl!
This is off topic, but my wife just gave birth to Gracelyn Wato Saint this
morning at 5:00. Nothing against airplanes, but this is a little more
exciting than giving birth to an airplane, which many of us have done and
many are yet to do.
do not archive
Jesse Saint
Saint Aviation, Inc.
jesse@saintaviation.com
Cell: 352-427-0285
Fax: 815-377-3694
Message 6
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I have 375+ hours on my IO-540 with dual slick mags and have done lots
of hot starts with no issues. Like it has been said before, technique is everything.
Throttle 1/8" to 1/4", Mixture at Idle Cutoff, no boost pump. Crank
and when it fires, get the mixture in right away and turn on the boost pump for
a few seconds. Once I did 10+ hot starts in a row while doing a prop balance,
no issues.
Thank You
Ray Doerr
N519RV (40250)
Hopefully it will be out of the paint shop this Friday.
-----Original Message-----
From: owner-rv10-list-server@matronics.com [mailto:owner-rv10-list-server@matronics.com] On Behalf Of Tim Olson
Sent: Sunday, April 27, 2008 3:35 PM
Subject: Re: RV10-List:
But, specifically the RV-10 IO-540.....
In 330+ hours, I haven't yet had a problem with hot starts. I've flown
on hot days, and had to restart, but just by using the normal hot start
procedure I've always had good luck. Now, my comments are limited
to the IO-540, in an RV-10 installation, using a precision fuel
injection system. If someone wants to use the AFP fuel injection
system....great....but, you may then have a good case for needing
a purge valve...I don't know. They are 2 different systems.
Also, I have a lightspeed ignition, which has been a common install
on IO-540's. So, perhaps someone with just dual mags may have
a small variation in results as well.
In short, all of those things affect how it may work for you, so
you need to be very specific about the exact situation that the
experiences you have come from. There may be combinations that
work perfectly without, and there may be combinations that
definitely require it to be workable for hot starts. I know
I'm very happy with the setup I'm using....for what that's worth.
Tim Olson - RV-10 N104CD - Flying
do not archive
Gerry Filby wrote:
>
> Like I said I've flown behind both, for my money the purge valve is a great
> addition to the engine.
>
> I'm not adamant about the installation - take it or leave it as suits your
> application. I really like having it on my plane.
>
> I've heard the "risk factor / point of failure" arguments before, but
> they're not generally supported with a description of a incident that
> illustrates. What is the failure mode in flight that will threaten one's
> safety ?
>
> Totally agree with you about good technique as applied to a system where its
> appropriate/needed. The AFP system doesn't need the technique. One less
> thing to fuss over ...
>
> g
>
> -----Original Message-----
> From: owner-rv10-list-server@matronics.com
> [mailto:owner-rv10-list-server@matronics.com] On Behalf Of William Curtis
> Sent: Sunday, April 27, 2008 11:51 AM
> To: rv10-list@matronics.com
> Subject: RE: RV10-List:
>
>
> So that begs the question. If you had a standard Bendix type fuel injection
> system on that Lycoming, would you have had that same "fuel gurgling" and
> "hot start problem?"
> With the AFP system, there is more fuel "above" the engine in the bigger
> fuel spider and purge valve than the standard Bendix/Precision type fuel
> system.
>
> A lot of folks that are adamant about the installation of purge valves use
> "improved hot starts" as a justification. I fly behind a Lycoming angle
> valve IO-360 with a Bendix fuel injection and hot starts are a non-issue
> even on the hottest days. If you have a Lycoming engine with a Bendix type
> fuel system and have a "hot start" issue, then the "technique" needs to be
> worked on. For me it is, no prime, mixture to ICO, throttle 1/4 and just
> crank the engine. Engine ALWAYS starts in 2-3 blades.
>
> There have been a few aircraft brought down because the builder/operators
> have failed to safety wire the stop on the purge valve.
> http://img401.imageshack.us/img401/7280/dsc00248yu1.jpg
> This is a classic case of the law of unintended consequences. In an effort
> to try to avoid one problem, an additional --more severe problem is
> introduced.
>
> Some related information:
> http://www.vansairforce.com/community/showthread.php?t=14998&
>
> William
> http://nerv10.com/wcurtis/
>
> -------- Original Message --------
>> X-Rcpt-To: <wcurtis@nerv10.com>
>>
>>
>> Have to disagree with you there. Yesterday when returning to KHAF in
>> my
>> RV-9 I had to pull up and shutdown after landing to pull a barrier
>> across the taxiway to one side (it's the annual "Dream Machines" event
>> where the county turns the field into an obstacle course for pilots).
>> I could hear the fuel gurgling under the cowl. After about 10 minutes
>> I jumped back in and cranked and cranked and cranked - nothing - the
>> fuel had boiled off in the heat soaked cowl. AFP fuel purge to the
>> rescue ! I pulled the purge valve and ran the boost pump for about 30
>> seconds - ignition on, crank, close purge valve and she fired right up.
>>
>> As for complexity - I don't see the argument. There's one valve which
>> is open from startup to shutdown - what's the failure mode ? If its
>> going to fail it will be on the ground when you are operating the
>> valve at startup or shutdown.
>>
>> I've flown the Bendix ignition and the AFP I currently have installed
>> on my 9. My RV-10 will be fitted with the AFP return valve, that's for
> sure.
>> g
>>
>> -----Original Message-----
>> From: owner-rv10-list-server@matronics.com
>> [mailto:owner-rv10-list-server@matronics.com] On Behalf Of Kelly
>> McMullen
>> Sent: Sunday, April 27, 2008 8:21 AM
>> To: rv10-list@matronics.com
>> Subject: Re: RV10-List:
>>
>>
>> I alway wonder about the concerns for vapor lock and hot starts that
>> apparently is the justification for return lines. I've been flying an
>> IO-360 in my Mooney for 10 years now, and never had more than minor
>> inconvenience on hot starts if I screw up a bit. It should be just as
>> prone to those problems as any RV, with tight cowling and stock RSA
>> Bendix/Precision fuel injection. That includes flying through the
>> summer each of those years in Aridzona. I just can't see the benefit
>> for adding that complexity and potential additional failure points.
>>
>> On Sun, Apr 27, 2008 at 7:41 AM, Rick Sked <ricksked@embarqmail.com>
> wrote:
>>>
>>> If you go with a purge valve there is a return line that can be run
>>> in several different ways. Mine runs back into the fuselage and tees
>>> off at the right tank oulet, no modificatin to the tank but do the
>>> line while your plumbing the brakes. The line has a check valve
>>> installed so the fuel can only go back to the tee and then into the
> tank.
>>> Procedure is to switch to the left tank, open the purge valve and
>>> run the boost pump. Cool fuel runs from the left tank and into the
>>> purge valve then into the right tank. Cools the spider to prevent
>>> vapor lock. The purge valve is also used to shut down the engine
>>> instead of pulling the mixture. It shuts the fule off the the
>>> injector lines. I used a throttle control cable on mine and a return
>>> spring on the control arm incase the cable fails it will hold the
>>> arm in the closed position. I think the valve should be treated as a
>>> critical control on the
>> aircraft so no lawn mower pulls for me.
>>> Rick Sked
>>>
>>> 40185
>>>
>>> ----- Original Message -----
>>> From: "William Britton" <william@gbta.net>
>>> To: rv10-list@matronics.com
>>>
>>> Sent: Saturday, April 26, 2008 9:19:34 PM (GMT-0800)
>>> America/Los_Angeles
>>> Subject: Re: RV10-List:
>>>
>>>
>>>
>>>
>>> Does anyone know if the fuel tanks would have to have return lines
>>> plumbed into them as on the egg subie??? I'm not to the engine part
>>> yet and probably wont be for some time but the tanks are nearing and
>>> if I would decide to go the auto-conversion route with an engine I
>>> would prefer to not have to modify the tanks on an already built wing!!!
>>>
>>> Bill
>>>
>>> ----- Original Message -----
>>> From: Jesse Saint
>>> To: rv10-list@matronics.com
>>> Sent: Saturday, April 26, 2008 3:33 PM
>>> Subject: Re: RV10-List:
>>>
>>> Mark,
>>>
>>>
>>> I don't know much about the LS1, but I did go to the forum that Bud
>>> put on at Sun-N-Fun. I was just curious. Bud or some friend may be
>>> on this list, so this is not meant to be offensive in any way.
>>>
>>>
>>> My first impression is the man. He seems to know a fair bit about
>>> engines, and since he is the one that makes the PSRU, he must be
>>> very
>> knowledgeable.
>>> I don't care if he isn't an engineer. The thing that bothered me is
>>> that he was making comments and borderline making fun of some of the
>>> questions asked in the forum. If I'm trying to sell someone
>>> something, I don't treat them like they are stupid when they ask a
>>> question. The way I saw it, he did that a number of times during
>>> the
>> forum, which I did not like at all.
>>>
>>> As far as performance, he said he has tested the engine up to 15,500
>>> and then made a comment something like, "but nobody flies a normally
>>> aspirated engine up that high," insinuating that it has been tested
>>> as high as anybody will want to take it. It has been mentioned a
>>> number of times on this list that people have gone well above 18,000
>>> to either get over weather or to test the service ceiling. While I
>>> don't recommend flying over 18,000 feet for a number of reasons, I
>>> regularly recommend that people fly as high as 18,000 because of
>>> economy. While the LS1 will likely handle that altitude well, is has
> not been tested.
>>>
>>> The next thing that didn't seem to add up much was that he kept
>>> mentioning that it is a 350HP engine. As I asked further, I found
>>> that it can make that HP at high RPM, while still below redline on
>>> the engine, but they never turn it above 3900 rpm. In this case you
>>> are never over something like 270HP if I remember correctly. Why
>>> does he keep saying that it can make 350HP when they never take it over
> 270?
>>> I don't know, and 270HP is plenty of power for this plane. It is
>>> likely that even though you don't take full power at takeoff and low
>>> climb, you may be able to make more power at altitude since the
>>> engine is capable of more, but I don't know, since you are still not
>>> turning it faster. Someone a lot smarter than me will have to
>>> address that. I'm
>> just sharing observations.
>>>
>>> After the forum I actually went by and saw the engine. It was
> impressive.
>>> It really looked good, and I was very impressed that their PSRU has
>>> a prop governor pad so you can use a standard governor and constant
>>> speed prop, and don't have to go with an electric prop. I really
>>> did like that. The centrifugal clutch is an interesting concept,
>>> engaging the prop at around 700rpm. When asked in the forum what
>>> happens if it disengages in flight, he simply said that it wasn't
>>> possible for that to
>> happen.
>>>
>>> It appeared to fit within what looked like a standard cowl, maybe
>>> not needing the lower air intake hole, but it has not flown yet in a
>>> -10, so there are no numbers. It will take a pioneer to actually
>>> test it in that respect. The firewall forward is developed, so that
>>> should take out a little of the guesswork, and Bud has taken the
>>> time to make it fit and to get the nose gear system incorporated, so
>>> it seems like it is further along than the Subaru was when Dan
>>> started working with Jan
>> years ago.
>>>
>>> So, this is just my impression based on going to the forum and
>>> seeing the engine run at idle. I don't know anything else about it or
> about Bud.
>>>
>>> do not archive
>>>
>>>
>>>
>>>
>>> Jesse Saint
>>> Saint Aviation, Inc.
>>> jesse@saintaviation.com
>>> Cell: 352-427-0285
>>> Fax: 815-377-3694
>>>
>>>
>>> On Apr 26, 2008, at 2:24 PM, mark vultaggio wrote:
>>>
>>>
>>>
>>> I posted a question to the wrong list yesterday regarding the Geared
>>> Drive system being offered with a corvette LS 1 engine by Bud Warren.
>>> It was on display at Sun n Fun and seems interesting. Interested in
>>> any comments by those with any experience. Look at the product at
>>> http://www.geareddrives.com/
>>>
>>> Markhttp://www.matronics.com/Navigator?RV10-List
>>> href="http://forums.matronics.com">http://forums.matronics.com
>>> href="http://www.matronics.com/contribution">http://www.matronics.co
>>> m/
>>> contribution
>>>
>>>
>>>
>>>
>>>
>>>
>>> href="http://www.matronics.com/Navigator?RV10-List">http://www.matro
>>> ni
>>> cs.com/Navigator?RV10-List
>>> href="http://forums.matronics.com">http://forums.matronics.com
>>> href="http://www.matronics.com/contribution">http://www.matronics.co
>>> m/
>>> c
>>>
>>>
>>>
>>> ________________________________
>>> 4/25/2008 2:31 PM
>
>
Message 7
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| Subject: | It's another girl! |
Gracelyn Wato, welcome!
_____
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Jesse Saint
Sent: Monday, April 28, 2008 2:22 AM
Subject: RV10-List: It's another girl!
This is off topic, but my wife just gave birth to Gracelyn Wato Saint this
morning at 5:00. Nothing against airplanes, but this is a little more
exciting than giving birth to an airplane, which many of us have done and
many are yet to do.
do not archive
Jesse Saint
Saint Aviation, Inc.
jesse@saintaviation.com
Cell: 352-427-0285
Fax: 815-377-3694
Message 8
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| Subject: | Re: It's another girl! |
Congrats Jessee! You're right ..... a newborn baby (especially when
it's your own) is the greatest treasure of life. My kids (3) and
grandkids (6) continue to amaze and inspire me. All those hugs and
kisses don't hurt either!!!
Linn plodding along
Jesse Saint wrote:
> This is off topic, but my wife just gave birth to Gracelyn Wato Saint
> this morning at 5:00. Nothing against airplanes, but this is a little
> more exciting than giving birth to an airplane, which many of us have
> done and many are yet to do.
>
> do not archive
>
> Jesse Saint
> Saint Aviation, Inc.
> jesse@saintaviation.com <mailto:jesse@saintaviation.com>
> Cell: 352-427-0285
> Fax: 815-377-3694
Message 9
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|
Is everyone using the bottom cowling vents? This might aid in air
circulation on the ground leading to somewhat better cooling? I have no
idea what I'm talking about, but might be another data point.
John Jessen
Do not archive
-----Original Message-----
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Tim Olson
Sent: Sunday, April 27, 2008 1:35 PM
Subject: Re: RV10-List:
But, specifically the RV-10 IO-540.....
In 330+ hours, I haven't yet had a problem with hot starts. I've flown on
hot days, and had to restart, but just by using the normal hot start
procedure I've always had good luck. Now, my comments are limited to the
IO-540, in an RV-10 installation, using a precision fuel injection system.
If someone wants to use the AFP fuel injection system....great....but, you
may then have a good case for needing a purge valve...I don't know. They
are 2 different systems.
Also, I have a lightspeed ignition, which has been a common install on
IO-540's. So, perhaps someone with just dual mags may have a small
variation in results as well.
In short, all of those things affect how it may work for you, so you need to
be very specific about the exact situation that the experiences you have
come from. There may be combinations that work perfectly without, and there
may be combinations that definitely require it to be workable for hot
starts. I know I'm very happy with the setup I'm using....for what that's
worth.
Tim Olson - RV-10 N104CD - Flying
do not archive
Gerry Filby wrote:
>
> Like I said I've flown behind both, for my money the purge valve is a
> great addition to the engine.
>
> I'm not adamant about the installation - take it or leave it as suits
> your application. I really like having it on my plane.
>
> I've heard the "risk factor / point of failure" arguments before, but
> they're not generally supported with a description of a incident that
> illustrates. What is the failure mode in flight that will threaten
> one's safety ?
>
> Totally agree with you about good technique as applied to a system
> where its appropriate/needed. The AFP system doesn't need the
> technique. One less thing to fuss over ...
>
> g
>
> -----Original Message-----
> From: owner-rv10-list-server@matronics.com
> [mailto:owner-rv10-list-server@matronics.com] On Behalf Of William
> Curtis
> Sent: Sunday, April 27, 2008 11:51 AM
> To: rv10-list@matronics.com
> Subject: RE: RV10-List:
>
>
> So that begs the question. If you had a standard Bendix type fuel
> injection system on that Lycoming, would you have had that same "fuel
> gurgling" and "hot start problem?"
> With the AFP system, there is more fuel "above" the engine in the
> bigger fuel spider and purge valve than the standard Bendix/Precision
> type fuel system.
>
> A lot of folks that are adamant about the installation of purge valves
> use "improved hot starts" as a justification. I fly behind a Lycoming
> angle valve IO-360 with a Bendix fuel injection and hot starts are a
> non-issue even on the hottest days. If you have a Lycoming engine with
> a Bendix type fuel system and have a "hot start" issue, then the
> "technique" needs to be worked on. For me it is, no prime, mixture to
> ICO, throttle 1/4 and just crank the engine. Engine ALWAYS starts in 2-3
blades.
>
> There have been a few aircraft brought down because the
> builder/operators have failed to safety wire the stop on the purge valve.
> http://img401.imageshack.us/img401/7280/dsc00248yu1.jpg
> This is a classic case of the law of unintended consequences. In an
> effort to try to avoid one problem, an additional --more severe
> problem is introduced.
>
> Some related information:
> http://www.vansairforce.com/community/showthread.php?t=14998&
>
> William
> http://nerv10.com/wcurtis/
>
> -------- Original Message --------
>> X-Rcpt-To: <wcurtis@nerv10.com>
>>
>>
>> Have to disagree with you there. Yesterday when returning to KHAF in
>> my
>> RV-9 I had to pull up and shutdown after landing to pull a barrier
>> across the taxiway to one side (it's the annual "Dream Machines"
>> event where the county turns the field into an obstacle course for
pilots).
>> I could hear the fuel gurgling under the cowl. After about 10
>> minutes I jumped back in and cranked and cranked and cranked -
>> nothing - the fuel had boiled off in the heat soaked cowl. AFP fuel
>> purge to the rescue ! I pulled the purge valve and ran the boost
>> pump for about 30 seconds - ignition on, crank, close purge valve and she
fired right up.
>>
>> As for complexity - I don't see the argument. There's one valve
>> which is open from startup to shutdown - what's the failure mode ?
>> If its going to fail it will be on the ground when you are operating
>> the valve at startup or shutdown.
>>
>> I've flown the Bendix ignition and the AFP I currently have installed
>> on my 9. My RV-10 will be fitted with the AFP return valve, that's
>> for
> sure.
>> g
>>
>> -----Original Message-----
>> From: owner-rv10-list-server@matronics.com
>> [mailto:owner-rv10-list-server@matronics.com] On Behalf Of Kelly
>> McMullen
>> Sent: Sunday, April 27, 2008 8:21 AM
>> To: rv10-list@matronics.com
>> Subject: Re: RV10-List:
>>
>>
>> I alway wonder about the concerns for vapor lock and hot starts that
>> apparently is the justification for return lines. I've been flying an
>> IO-360 in my Mooney for 10 years now, and never had more than minor
>> inconvenience on hot starts if I screw up a bit. It should be just as
>> prone to those problems as any RV, with tight cowling and stock RSA
>> Bendix/Precision fuel injection. That includes flying through the
>> summer each of those years in Aridzona. I just can't see the benefit
>> for adding that complexity and potential additional failure points.
>>
>> On Sun, Apr 27, 2008 at 7:41 AM, Rick Sked <ricksked@embarqmail.com>
> wrote:
>>>
>>> If you go with a purge valve there is a return line that can be run
>>> in several different ways. Mine runs back into the fuselage and tees
>>> off at the right tank oulet, no modificatin to the tank but do the
>>> line while your plumbing the brakes. The line has a check valve
>>> installed so the fuel can only go back to the tee and then into the
> tank.
>>> Procedure is to switch to the left tank, open the purge valve and
>>> run the boost pump. Cool fuel runs from the left tank and into the
>>> purge valve then into the right tank. Cools the spider to prevent
>>> vapor lock. The purge valve is also used to shut down the engine
>>> instead of pulling the mixture. It shuts the fule off the the
>>> injector lines. I used a throttle control cable on mine and a return
>>> spring on the control arm incase the cable fails it will hold the
>>> arm in the closed position. I think the valve should be treated as a
>>> critical control on the
>> aircraft so no lawn mower pulls for me.
>>> Rick Sked
>>>
>>> 40185
>>>
>>> ----- Original Message -----
>>> From: "William Britton" <william@gbta.net>
>>> To: rv10-list@matronics.com
>>>
>>> Sent: Saturday, April 26, 2008 9:19:34 PM (GMT-0800)
>>> America/Los_Angeles
>>> Subject: Re: RV10-List:
>>>
>>>
>>>
>>>
>>> Does anyone know if the fuel tanks would have to have return lines
>>> plumbed into them as on the egg subie??? I'm not to the engine part
>>> yet and probably wont be for some time but the tanks are nearing and
>>> if I would decide to go the auto-conversion route with an engine I
>>> would prefer to not have to modify the tanks on an already built wing!!!
>>>
>>> Bill
>>>
>>> ----- Original Message -----
>>> From: Jesse Saint
>>> To: rv10-list@matronics.com
>>> Sent: Saturday, April 26, 2008 3:33 PM
>>> Subject: Re: RV10-List:
>>>
>>> Mark,
>>>
>>>
>>> I don't know much about the LS1, but I did go to the forum that Bud
>>> put on at Sun-N-Fun. I was just curious. Bud or some friend may be
>>> on this list, so this is not meant to be offensive in any way.
>>>
>>>
>>> My first impression is the man. He seems to know a fair bit about
>>> engines, and since he is the one that makes the PSRU, he must be
>>> very
>> knowledgeable.
>>> I don't care if he isn't an engineer. The thing that bothered me is
>>> that he was making comments and borderline making fun of some of the
>>> questions asked in the forum. If I'm trying to sell someone
>>> something, I don't treat them like they are stupid when they ask a
>>> question. The way I saw it, he did that a number of times during
>>> the
>> forum, which I did not like at all.
>>>
>>> As far as performance, he said he has tested the engine up to 15,500
>>> and then made a comment something like, "but nobody flies a normally
>>> aspirated engine up that high," insinuating that it has been tested
>>> as high as anybody will want to take it. It has been mentioned a
>>> number of times on this list that people have gone well above 18,000
>>> to either get over weather or to test the service ceiling. While I
>>> don't recommend flying over 18,000 feet for a number of reasons, I
>>> regularly recommend that people fly as high as 18,000 because of
>>> economy. While the LS1 will likely handle that altitude well, is
>>> has
> not been tested.
>>>
>>> The next thing that didn't seem to add up much was that he kept
>>> mentioning that it is a 350HP engine. As I asked further, I found
>>> that it can make that HP at high RPM, while still below redline on
>>> the engine, but they never turn it above 3900 rpm. In this case you
>>> are never over something like 270HP if I remember correctly. Why
>>> does he keep saying that it can make 350HP when they never take it
>>> over
> 270?
>>> I don't know, and 270HP is plenty of power for this plane. It is
>>> likely that even though you don't take full power at takeoff and low
>>> climb, you may be able to make more power at altitude since the
>>> engine is capable of more, but I don't know, since you are still not
>>> turning it faster. Someone a lot smarter than me will have to
>>> address that. I'm
>> just sharing observations.
>>>
>>> After the forum I actually went by and saw the engine. It was
> impressive.
>>> It really looked good, and I was very impressed that their PSRU has
>>> a prop governor pad so you can use a standard governor and constant
>>> speed prop, and don't have to go with an electric prop. I really
>>> did like that. The centrifugal clutch is an interesting concept,
>>> engaging the prop at around 700rpm. When asked in the forum what
>>> happens if it disengages in flight, he simply said that it wasn't
>>> possible for that to
>> happen.
>>>
>>> It appeared to fit within what looked like a standard cowl, maybe
>>> not needing the lower air intake hole, but it has not flown yet in a
>>> -10, so there are no numbers. It will take a pioneer to actually
>>> test it in that respect. The firewall forward is developed, so that
>>> should take out a little of the guesswork, and Bud has taken the
>>> time to make it fit and to get the nose gear system incorporated, so
>>> it seems like it is further along than the Subaru was when Dan
>>> started working with Jan
>> years ago.
>>>
>>> So, this is just my impression based on going to the forum and
>>> seeing the engine run at idle. I don't know anything else about it
>>> or
> about Bud.
>>>
>>> do not archive
>>>
>>>
>>>
>>>
>>> Jesse Saint
>>> Saint Aviation, Inc.
>>> jesse@saintaviation.com
>>> Cell: 352-427-0285
>>> Fax: 815-377-3694
>>>
>>>
>>> On Apr 26, 2008, at 2:24 PM, mark vultaggio wrote:
>>>
>>>
>>>
>>> I posted a question to the wrong list yesterday regarding the Geared
>>> Drive system being offered with a corvette LS 1 engine by Bud Warren.
>>> It was on display at Sun n Fun and seems interesting. Interested in
>>> any comments by those with any experience. Look at the product at
>>> http://www.geareddrives.com/
>>>
>>> Markhttp://www.matronics.com/Navigator?RV10-List
>>> href="http://forums.matronics.com">http://forums.matronics.com
>>> href="http://www.matronics.com/contribution">http://www.matronics.co
>>> m/
>>> contribution
>>>
>>>
>>>
>>>
>>>
>>>
>>> href="http://www.matronics.com/Navigator?RV10-List">http://www.matro
>>> ni
>>> cs.com/Navigator?RV10-List
>>> href="http://forums.matronics.com">http://forums.matronics.com
>>> href="http://www.matronics.com/contribution">http://www.matronics.co
>>> m/
>>> c
>>>
>>>
>>>
>>> ________________________________
>>> 4/25/2008 2:31 PM
>
>
>
>
>
>
>
>
>
>
>
>
>
>
Message 10
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| Subject: | Re: Spins in a -10? |
Jim,
Thank you for reporting your results. The fact that the airplane has
been spun and recovered (with or without a spin chute) satisfies my
curiosity. Perhaps I was looking in the wrong places, but I was really
surprised at the lack of information about the airplane's spin
characteristics. Rest assured - I, for one, am not about to interpret
your message as a license to go spin. As I noted earlier on, spins are
not something I am interested in doing. I simply saw a gap in the
"knowledge base" and began to wonder if anyone had explored the
behavior/characteristics.
Thanks again!
Chad E. Carlson
Eastern Daylight Time ( UTC -4 )
"Pilots may be temporarily uncertain of their position, but they are
never lost."
----- Original Message -----
From: JSMcGrew@aol.com
To: rv10-list@matronics.com
Sent: Sunday, April 27, 2008 8:20 PM
Subject: Re: RV10-List: Spins in a -10?
I'm a bit reluctant to post this, but I think it may be a useful data
point for the group.
During my fly-off phase I tested the spin characteristics of my RV-10.
I will mention that I was wearing a chute, and I've had spin training in
both the T-3A Firefly and T-37. Also, a little CYA, I am not
recommending this as something to go out and try.
I tested it at a gross weight of 2195# with CG at 110.33" aft of
datum. I tested it in both left and right spins entered from a power-off
stall. With pro-spin controls (you really need to be ham-fisting it to
get it to enter), the aircraft was quick to enter a spin. Once the
controls are neutralized, the spin immediately stopped, requiring a
recovery from the subsequent nose low attitude. While the stall
characteristics of the RV-10 are quite docile in my opinion, the spin
happens fairly quickly. The biggest issue I found was the short time
from stall to extreme nose low attitudes in the initial development of
the spin; the RV-10 is quick to gain speed in this attitude and the
possibility of an overspeed and/or an over-G is large during the
recovery. I believe a spin in IFR would be quickly disorienting. My
overall assessment is that while you can make the aircraft spin, you
either have to want to do it or are really screwing things up to make it
happen. If it does happen, it appears that neutralizing the controls
stops it.
I'll add another disclaimer that this assessment was in MY airplane,
at ONE particular weight and ONE particular CG location with ONE
particular type of entry. It was not at all a comprehensive spin test,
but, it gives me some further understanding of the flight
characteristics of my plane.
-Jim
#40134
In a message dated 4/27/2008 12:21:21 P.M. Eastern Daylight Time,
me@chadcarlson.com writes:
Hi All,
I read and watch this list with interest and envy. I am not a
builder (yet), but I do have a plan in motion and intend to building an
RV-10 in the summer or fall of 2009. I thank you all for the informative
thoughts and ideas I have had the pleasure of observing!!! My "to-do,"
"wish," and "check this/that/the other thing" lists are getting quite
lengthy. :-)
In all of my reading and research, I have not been able to determine
if:
a.) the RV-10 is safely spinnable
b.) anyone has compiled details of its spin characteristics
(providing the answer to a. is yes)
I know the -10, along with the -9(A) are not intended or designed
for aerobatics, but this does not address the spin question to my
satisfaction. For example, Cessna 1[578]2 aircraft are not built for
aerobatics (15[02] Aerobat being the exception), but they are certified
to spin.
The ability / inability to spin has absolutely no bearing on my
decision to build a -10; in fact, I am asking out of little more than
morbid curiosity.
Thank you in advance for any additional info and/or thoughts on the
subject.
Chad E. Carlson
Eastern Daylight Time ( UTC -4 )
"Pilots may be temporarily uncertain of their position, but they are
never lost."
Do Not Archive
----- Original Message -----
From: Perry, Phil
To: rv10-list@matronics.com
Sent: Saturday, April 26, 2008 2:55 PM
Subject: RV10-List: RE: LS1
Hi Mark,
I'm not a big fan of alternative engines, but the LS1 (combined
with fuel prices) has opened my eyes.
I'm still not sure if I'll put the LS1 in there or not, but I do
know I'll at least consider it.
Bud and I are members of the same EAA chapter (302). He's a great
resource.
Like I said, I'm still undecided. But there is a lot to like
about the LS1 price, packaging, and options.
Phil
-------------------------------------------------------------------------
-
From: mark vultaggio [mailto:mvultaggio@hotmail.com]
Sent: Saturday, April 26, 2008 1:25 PM
To: rv10-list@matronics.com
Subject: RV10-List:
I posted a question to the wrong list yesterday regarding the
Geared Drive system being offered with a corvette LS 1 engine by Bud
Warren. It was on display at Sun n Fun and seems interesting.
Interested in any comments by those with any experience. Look at the
product at http://www.geareddrives.com/
Mark
href="http://www.matronics.com/Navigator?RV10-List">http://www.matronic
s.com/Navigator?RV10-List
href="http://forums.matronics.com">http://forums.matronics.com
href="http://www.matronics.com/contribution">http://www.matronics.com/c
href="http://www.matronics.com/Navigator?RV10-List">http://www.matronic
s.com/Navigator?RV10-List
href="http://forums.matronics.com">http://forums.matronics.com
href="http://www.matronics.com/contribution">http://www.matronics.com/c
="http://www.matronics.com/Navigator?RV10-List">http://www.matronics.co
m/Navigator?RV10-List
.matronics.com/">http://forums.matronics.com
://www.matronics.com/contribution">http://www.matronics.com/contribution
-------------------------------------------------------------------------
-----
Need a new ride? Check out the largest site for U.S. used car listings
at AOL Autos.
Message 11
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| Subject: | It's another girl! |
Way to go Jessie. The very best to you, your wife and your newly
expanded family.
I feel like such a looser with only one child. Geez how are my going to
NOT pay for 9 more college educations. I know Av fuel...
Robin
Do Not Archive
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of linn Walters
Sent: Monday, April 28, 2008 6:32 AM
Subject: Re: RV10-List: It's another girl!
Congrats Jessee! You're right ..... a newborn baby (especially when
it's your own) is the greatest treasure of life. My kids (3) and
grandkids (6) continue to amaze and inspire me. All those hugs and
kisses don't hurt either!!!
Linn plodding along
Jesse Saint wrote:
This is off topic, but my wife just gave birth to Gracelyn Wato Saint
this morning at 5:00. Nothing against airplanes, but this is a little
more exciting than giving birth to an airplane, which many of us have
done and many are yet to do.
do not archive
Jesse Saint
Saint Aviation, Inc.
jesse@saintaviation.com
Cell: 352-427-0285
Fax: 815-377-3694
Message 12
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| Subject: | Re: It's another girl! |
Well, as long as we are on the baby topic - My wife Sharon gave birth April 2 to
twin boys, Joshua and Caleb. We couldn't be happier. And, bringing it back to
airplanes, the deciding factor in beginning the RV-10 last winter was knowing
that in a few years we would be needing an airplane with significant load hauling
capability!
--------
Andy Turner
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=179859#179859
Message 13
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| Subject: | Re: It's another girl! |
Welcome, Joshua and Caleb! Bet your Dad runs, not walks, to the shop
whenever you two are cranky.
John
Do not archive
-----Original Message-----
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Andy Turner
Sent: Monday, April 28, 2008 11:01 AM
Subject: RV10-List: Re: It's another girl!
Well, as long as we are on the baby topic - My wife Sharon gave birth April
2 to twin boys, Joshua and Caleb. We couldn't be happier. And, bringing it
back to airplanes, the deciding factor in beginning the RV-10 last winter
was knowing that in a few years we would be needing an airplane with
significant load hauling capability!
--------
Andy Turner
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=179859#179859
Message 14
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| Subject: | Re: It's another girl! |
The support gear required for two infants will tax the load carrying capabilities
of even the rv-10.Welcome to the world of airplane carseats and tiny headsets!
728DD-27 mos
-----Original Message-----????????????????????????????????? Katherine Scarlet Rore--17
mos
From: Andy Turner <aturner@clarion.edu>
Sent: Mon, 28 Apr 2008 11:00 am
Subject: RV10-List: Re: It's another girl!
Well, as long as we are on the baby topic - My wife Sharon gave birth April 2 to
twin boys, Joshua and Caleb. We couldn't be happier. And, bringing it back to
airplanes, the deciding factor in beginning the RV-10 last winter was knowing
that in a few years we would be needing an airplane with significant load
hauling capability!
--------
Andy Turner
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=179859#179859
Message 15
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| Subject: | Re: It's another girl! ..... and other slightly boring |
stuff.
I picked a -10 for the same reason. A few years ago my son-in-law
blurted out that he'd like to build an RV-7.
Why, I asked.
Because it looks neat, is predrilled .... and all the other neat things.
But it's a 2 place airplane!!! I said
"I know." was his reply.
It may come as a big shock to you, but you're about to be a 3-place
family! I said.
"Good point." was his reply.
How about an RV-10 .... all the same reasons you had for the -7 and
it's a 4-place. I was protecting my seat, you know!
So time goes on, and Owen blessed us with his appearance. All is good.
But then, along came his sister Sarah!!! THERE GOES MY SEAT!!! :-(
But then neither of those two grandbabies seem to be totally impressed
with airplanes ..... so this may turn out all right after all!!!
Linn trying to plan ahead
do not archive
Andy Turner wrote:
>
>Well, as long as we are on the baby topic - My wife Sharon gave birth April 2
to twin boys, Joshua and Caleb. We couldn't be happier. And, bringing it back
to airplanes, the deciding factor in beginning the RV-10 last winter was knowing
that in a few years we would be needing an airplane with significant load hauling
capability!
>
>--------
>Andy Turner
>
>
>Read this topic online here:
>
>http://forums.matronics.com/viewtopic.php?p=179859#179859
>
>
>
>
Message 16
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| Subject: | Re: Thielert Troubles |
I wonder how this will impact superior engines, since they are a subsidiary of Thielert. http://www.superiorengines.com/
Will be interesting to see what Deltahawk is up to. Perhaps opportunity again for
UAV market with Thielert problems?
ECI has been quiet about IO-540 plans. For those looking for options, there is UQM technologies and their powerphase 150 motor. http://www.uqm.com/products/specsheet.html. Downside is continuous power restrictions would get you only ~ 110 HP and current state of the art battery (LiON, including M3, etc) would keep you in the air for ~ 10-20 mins. Then it would be really quiet! :)
Eric
----- Original Message ----
From: Brian Douglas <bsponcil@belinblank.org>
Sent: Friday, April 25, 2008 1:04:02 PM
Subject: RV10-List: Thielert Troubles
I realize this isn't exactly RV-10 specific but I found it interesting nonetheless.
I wonder if they'll even have a tent at OSH this year...
http://www.aopa.org/aircraft/articles/2008/080424thielert.html
-Brian
#40497
Iowa City, IA
Message 17
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| Subject: | Re: Thielert Troubles |
In a message dated 4/28/2008 2:51:23 PM Central Daylight Time,
ericmpmail-rv10@yahoo.com writes:
I wonder how this will impact superior engines, since they are a subsidiary
of Thielert. _http://www.superiorengines.com/_
(http://www.superiorengines.com/)
"Superior engines...Inferior financing"....
**************Need a new ride? Check out the largest site for U.S. used car
listings at AOL Autos.
(http://autos.aol.com/used?NCID=aolcmp00300000002851)
Message 18
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| Subject: | Re: Thielert Troubles |
In a message dated 4/28/2008 2:51:23 PM Central Daylight Time,
ericmpmail-rv10@yahoo.com writes:
Will be interesting to see what Deltahawk is up to.
Are they still tied up with the DOD on their programs?
**************Need a new ride? Check out the largest site for U.S. used car
listings at AOL Autos.
(http://autos.aol.com/used?NCID=aolcmp00300000002851)
Message 19
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| Subject: | Re: Spins in a -10? |
Vans also spin tested one of their factory birds, with a spin chute. Write up is
on their website under the RV-10 specific information. They too lived to tell
the tale.
--------
RV-10 #40333
N540XP (reserved)
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=179918#179918
Message 20
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| Subject: | Re: : RE: RV10-List: |
Check with Alex De Dominicis. He has them on his RV-10. Engine seemed to run
much cooler. He sells the vents.
I was there last week doing some RV-10 training. My first time in an RV-10. I
am a low time pilot. Really good for me. I highly recommend the training.
While we were doing pattern work. Someone at the airport asked for a set to be
used on a Lancair.
Jim Combs
N312F
(40192)
===========================================================
From: John Jessen <n212pj@gmail.com>
Subject: RE: RV10-List:
Is everyone using the bottom cowling vents? This might aid in air
circulation on the ground leading to somewhat better cooling? I have no
idea what I'm talking about, but might be another data point.
John Jessen
Do not archive
-----Original Message-----
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Tim Olson
Sent: Sunday, April 27, 2008 1:35 PM
Subject: Re: RV10-List:
But, specifically the RV-10 IO-540.....
In 330+ hours, I haven't yet had a problem with hot starts. I've flown on
hot days, and had to restart, but just by using the normal hot start
procedure I've always had good luck. Now, my comments are limited to the
IO-540, in an RV-10 installation, using a precision fuel injection system.
If someone wants to use the AFP fuel injection system....great....but, you
may then have a good case for needing a purge valve...I don't know. They
are 2 different systems.
Also, I have a lightspeed ignition, which has been a common install on
IO-540's. So, perhaps someone with just dual mags may have a small
variation in results as well.
In short, all of those things affect how it may work for you, so you need to
be very specific about the exact situation that the experiences you have
come from. There may be combinations that work perfectly without, and there
may be combinations that definitely require it to be workable for hot
starts. I know I'm very happy with the setup I'm using....for what that's
worth.
Tim Olson - RV-10 N104CD - Flying
do not archive
Gerry Filby wrote:
>
> Like I said I've flown behind both, for my money the purge valve is a
> great addition to the engine.
>
> I'm not adamant about the installation - take it or leave it as suits
> your application. I really like having it on my plane.
>
> I've heard the "risk factor / point of failure" arguments before, but
> they're not generally supported with a description of a incident that
> illustrates. What is the failure mode in flight that will threaten
> one's safety ?
>
> Totally agree with you about good technique as applied to a system
> where its appropriate/needed. The AFP system doesn't need the
> technique. One less thing to fuss over ...
>
> g
>
> -----Original Message-----
> From: owner-rv10-list-server@matronics.com
> [mailto:owner-rv10-list-server@matronics.com] On Behalf Of William
> Curtis
> Sent: Sunday, April 27, 2008 11:51 AM
> To: rv10-list@matronics.com
> Subject: RE: RV10-List:
>
>
> So that begs the question. If you had a standard Bendix type fuel
> injection system on that Lycoming, would you have had that same "fuel
> gurgling" and "hot start problem?"
> With the AFP system, there is more fuel "above" the engine in the
> bigger fuel spider and purge valve than the standard Bendix/Precision
> type fuel system.
>
> A lot of folks that are adamant about the installation of purge valves
> use "improved hot starts" as a justification. I fly behind a Lycoming
> angle valve IO-360 with a Bendix fuel injection and hot starts are a
> non-issue even on the hottest days. If you have a Lycoming engine with
> a Bendix type fuel system and have a "hot start" issue, then the
> "technique" needs to be worked on. For me it is, no prime, mixture to
> ICO, throttle 1/4 and just crank the engine. Engine ALWAYS starts in 2-3
blades.
>
> There have been a few aircraft brought down because the
> builder/operators have failed to safety wire the stop on the purge valve.
> http://img401.imageshack.us/img401/7280/dsc00248yu1.jpg
> This is a classic case of the law of unintended consequences. In an
> effort to try to avoid one problem, an additional --more severe
> problem is introduced.
>
> Some related information:
> http://www.vansairforce.com/community/showthread.php?t=14998&
>
> William
> http://nerv10.com/wcurtis/
>
> -------- Original Message --------
>> X-Rcpt-To: <wcurtis@nerv10.com>
>>
>>
>> Have to disagree with you there. Yesterday when returning to KHAF in
>> my
>> RV-9 I had to pull up and shutdown after landing to pull a barrier
>> across the taxiway to one side (it's the annual "Dream Machines"
>> event where the county turns the field into an obstacle course for
pilots).
>> I could hear the fuel gurgling under the cowl. After about 10
>> minutes I jumped back in and cranked and cranked and cranked -
>> nothing - the fuel had boiled off in the heat soaked cowl. AFP fuel
>> purge to the rescue ! I pulled the purge valve and ran the boost
>> pump for about 30 seconds - ignition on, crank, close purge valve and she
fired right up.
>>
>> As for complexity - I don't see the argument. There's one valve
>> which is open from startup to shutdown - what's the failure mode ?
>> If its going to fail it will be on the ground when you are operating
>> the valve at startup or shutdown.
>>
>> I've flown the Bendix ignition and the AFP I currently have installed
>> on my 9. My RV-10 will be fitted with the AFP return valve, that's
>> for
> sure.
>> g
>>
>> -----Original Message-----
>> From: owner-rv10-list-server@matronics.com
>> [mailto:owner-rv10-list-server@matronics.com] On Behalf Of Kelly
>> McMullen
>> Sent: Sunday, April 27, 2008 8:21 AM
>> To: rv10-list@matronics.com
>> Subject: Re: RV10-List:
>>
>>
>> I alway wonder about the concerns for vapor lock and hot starts that
>> apparently is the justification for return lines. I've been flying an
>> IO-360 in my Mooney for 10 years now, and never had more than minor
>> inconvenience on hot starts if I screw up a bit. It should be just as
>> prone to those problems as any RV, with tight cowling and stock RSA
>> Bendix/Precision fuel injection. That includes flying through the
>> summer each of those years in Aridzona. I just can't see the benefit
>> for adding that complexity and potential additional failure points.
>>
>> On Sun, Apr 27, 2008 at 7:41 AM, Rick Sked <ricksked@embarqmail.com>
> wrote:
>>>
>>> If you go with a purge valve there is a return line that can be run
>>> in several different ways. Mine runs back into the fuselage and tees
>>> off at the right tank oulet, no modificatin to the tank but do the
>>> line while your plumbing the brakes. The line has a check valve
>>> installed so the fuel can only go back to the tee and then into the
> tank.
>>> Procedure is to switch to the left tank, open the purge valve and
>>> run the boost pump. Cool fuel runs from the left tank and into the
>>> purge valve then into the right tank. Cools the spider to prevent
>>> vapor lock. The purge valve is also used to shut down the engine
>>> instead of pulling the mixture. It shuts the fule off the the
>>> injector lines. I used a throttle control cable on mine and a return
>>> spring on the control arm incase the cable fails it will hold the
>>> arm in the closed position. I think the valve should be treated as a
>>> critical control on the
>> aircraft so no lawn mower pulls for me.
>>> Rick Sked
>>>
>>> 40185
>>>
>>> ----- Original Message -----
>>> From: "William Britton" <william@gbta.net>
>>> To: rv10-list@matronics.com
>>>
>>> Sent: Saturday, April 26, 2008 9:19:34 PM (GMT-0800)
>>> America/Los_Angeles
>>> Subject: Re: RV10-List:
>>>
>>>
>>>
>>>
>>> Does anyone know if the fuel tanks would have to have return lines
>>> plumbed into them as on the egg subie??? I'm not to the engine part
>>> yet and probably wont be for some time but the tanks are nearing and
>>> if I would decide to go the auto-conversion route with an engine I
>>> would prefer to not have to modify the tanks on an already built wing!!!
>>>
>>> Bill
>>>
>>> ----- Original Message -----
>>> From: Jesse Saint
>>> To: rv10-list@matronics.com
>>> Sent: Saturday, April 26, 2008 3:33 PM
>>> Subject: Re: RV10-List:
>>>
>>> Mark,
>>>
>>>
>>> I don't know much about the LS1, but I did go to the forum that Bud
>>> put on at Sun-N-Fun. I was just curious. Bud or some friend may be
>>> on this list, so this is not meant to be offensive in any way.
>>>
>>>
>>> My first impression is the man. He seems to know a fair bit about
>>> engines, and since he is the one that makes the PSRU, he must be
>>> very
>> knowledgeable.
>>> I don't care if he isn't an engineer. The thing that bothered me is
>>> that he was making comments and borderline making fun of some of the
>>> questions asked in the forum. If I'm trying to sell someone
>>> something, I don't treat them like they are stupid when they ask a
>>> question. The way I saw it, he did that a number of times during
>>> the
>> forum, which I did not like at all.
>>>
>>> As far as performance, he said he has tested the engine up to 15,500
>>> and then made a comment something like, "but nobody flies a normally
>>> aspirated engine up that high," insinuating that it has been tested
>>> as high as anybody will want to take it. It has been mentioned a
>>> number of times on this list that people have gone well above 18,000
>>> to either get over weather or to test the service ceiling. While I
>>> don't recommend flying over 18,000 feet for a number of reasons, I
>>> regularly recommend that people fly as high as 18,000 because of
>>> economy. While the LS1 will likely handle that altitude well, is
>>> has
> not been tested.
>>>
>>> The next thing that didn't seem to add up much was that he kept
>>> mentioning that it is a 350HP engine. As I asked further, I found
>>> that it can make that HP at high RPM, while still below redline on
>>> the engine, but they never turn it above 3900 rpm. In this case you
>>> are never over something like 270HP if I remember correctly. Why
>>> does he keep saying that it can make 350HP when they never take it
>>> over
> 270?
>>> I don't know, and 270HP is plenty of power for this plane. It is
>>> likely that even though you don't take full power at takeoff and low
>>> climb, you may be able to make more power at altitude since the
>>> engine is capable of more, but I don't know, since you are still not
>>> turning it faster. Someone a lot smarter than me will have to
>>> address that. I'm
>> just sharing observations.
>>>
>>> After the forum I actually went by and saw the engine. It was
> impressive.
>>> It really looked good, and I was very impressed that their PSRU has
>>> a prop governor pad so you can use a standard governor and constant
>>> speed prop, and don't have to go with an electric prop. I really
>>> did like that. The centrifugal clutch is an interesting concept,
>>> engaging the prop at around 700rpm. When asked in the forum what
>>> happens if it disengages in flight, he simply said that it wasn't
>>> possible for that to
>> happen.
>>>
>>> It appeared to fit within what looked like a standard cowl, maybe
>>> not needing the lower air intake hole, but it has not flown yet in a
>>> -10, so there are no numbers. It will take a pioneer to actually
>>> test it in that respect. The firewall forward is developed, so that
>>> should take out a little of the guesswork, and Bud has taken the
>>> time to make it fit and to get the nose gear system incorporated, so
>>> it seems like it is further along than the Subaru was when Dan
>>> started working with Jan
>> years ago.
>>>
>>> So, this is just my impression based on going to the forum and
>>> seeing the engine run at idle. I don't know anything else about it
>>> or
> about Bud.
>>>
>>> do not archive
>>>
>>>
>>>
>>>
>>> Jesse Saint
>>> Saint Aviation, Inc.
>>> jesse@saintaviation.com
>>> Cell: 352-427-0285
>>> Fax: 815-377-3694
>>>
>>>
>>> On Apr 26, 2008, at 2:24 PM, mark vultaggio wrote:
>>>
>>>
>>>
>>> I posted a question to the wrong list yesterday regarding the Geared
>>> Drive system being offered with a corvette LS 1 engine by Bud Warren.
>>> It was on display at Sun n Fun and seems interesting. Interested in
>>> any comments by those with any experience. Look at the product at
>>> http://www.geareddrives.com/
>>>
>>> Markhttp://www.matronics.com/Navigator?RV10-List
>>> href="http://forums.matronics.com">http://forums.matronics.com
>>> href="http://www.matronics.com/contribution">http://www.matronics.co
>>> m/
>>> contribution
>>>
>>>
>>>
>>>
>>>
>>>
>>> href="http://www.matronics.com/Navigator?RV10-List">http://www.matro
>>> ni
>>> cs.com/Navigator?RV10-List
>>> href="http://forums.matronics.com">http://forums.matronics.com
>>> href="http://www.matronics.com/contribution">http://www.matronics.co
>>> m/
>>> c
>>>
>>>
>>>
>>> ________________________________
>>> 4/25/2008 2:31 PM
>
>
>
>
>
>
>
>
>
>
>
>
>
>
===========================================================
Message 21
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| Subject: | It's another girl! |
Congratulations Jesse and welcome to the world Gracelyn! Daughters are a
true blessing.
Marcus
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Jesse Saint
Sent: Monday, April 28, 2008 4:22 AM
Subject: RV10-List: It's another girl!
This is off topic, but my wife just gave birth to Gracelyn Wato Saint this
morning at 5:00. Nothing against airplanes, but this is a little more
exciting than giving birth to an airplane, which many of us have done and
many are yet to do.
do not archive
Jesse Saint
Saint Aviation, Inc.
jesse@saintaviation.com
Cell: 352-427-0285
Fax: 815-377-3694
Message 22
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| Subject: | It's another girl! |
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What flap extension speeds are being used? I see the full flap extension
maximum speed is 85 kts. I have flown the 10 like my old C177RG. Approach
flaps at 120 kts to begin slowing and further deployment at speeds below 90
kts indicated. Seems to work as an approach flap of 10 degrees begins the
slowing process and no excessive forces seem to be experienced. What are
others doing?
Message 24
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| Subject: | Re: Spins in a -10? |
For a brief period I instructed spins in the Navy. Quite frankly, it's like practicing
to bleed. Stall recovery training and avoidance of icing is what you need
to know.
If you are morbidly curious about what would happen, have you thought about spins
in a 747?
John
--------
#40572 QB Fuselage, wings finished
N711JG reserved
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=179994#179994
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| Subject: | What is Vans working on now? |
With all the talk of more babies (congratulations Jesse & co), and now
that the RV12 is completed, can anyone tell us what Vans design team
is working on now?
Will the RV14 be a high speed, 2 seat jet, or will it be an extended,
6 seat IO550 RV10+2 = RV14?, or even better from my point of view, a
VTOL 6 seat jet??
Or how about underwing baby pods for the RV10???
Neil
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