Today's Message Index:
----------------------
1. 06:26 AM - Autocad format RV-10 line drawings? (RV Builder (Michael Sausen))
2. 07:19 AM - Re: Re: What is Vans working on now? (John Jessen)
3. 08:19 AM - Re: What is Vans working on now? (John Gonzalez)
4. 08:51 AM - Re: What is Vans working on now? (Scott Schmidt)
5. 09:18 AM - Re: What is Vans working on now? (John Gonzalez)
6. 12:22 PM - Compliments to customer service at Lycoming-Skytech starter (tomhanaway)
7. 01:19 PM - Re: Compliments to customer service at Lycoming-Skytech starter (linn Walters)
8. 02:48 PM - Re: Compliments to customer service at Lycoming-Skytech starter (David McNeill)
9. 03:50 PM - Phase 1 update (David McNeill)
10. 04:09 PM - engine mounts (lbgjb10)
11. 04:33 PM - Re: Phase 1 update (Jesse Saint)
12. 04:38 PM - Re: [SPAM?] Re: flap speeds (Randy DeBauw)
13. 04:53 PM - Re: Phase 1 update (David McNeill)
14. 04:55 PM - Re: Phase 1 update (Tim Olson)
15. 05:18 PM - Re: Phase 1 update (Rene Felker)
16. 05:21 PM - Re: Phase 1 update (bruce breckenridge)
17. 05:53 PM - Re: Autocad format RV-10 line drawings? (Larry Rosen)
18. 06:05 PM - Re: Phase 1 update (Damon Wack)
19. 07:39 PM - Re: Phase 1 update (jim berry)
20. 08:05 PM - Re: Phase 1 update (Richard Sipp)
21. 09:02 PM - Re: Phase 1 update (David McNeill)
22. 11:05 PM - Official RV10-List FAQ (Frequently Asked Questions) (Matt Dralle)
23. 11:07 PM - Official RV10-List Usage Guidelines (Matt Dralle)
Message 1
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| Subject: | Autocad format RV-10 line drawings? |
Anyone have line drawings of the RV-10 in AutoCAD? My buddy I'm working with on
the paint scheme was wondering if he could get some in that format. I already
gave him the regular jpg versions that are out there.
Michael
-----Original Message-----
From: owner-rv10-list-server@matronics.com [mailto:owner-rv10-list-server@matronics.com] On Behalf Of johngoodman
Sent: Wednesday, April 30, 2008 9:57 AM
Subject: RV10-List: Re: What is Vans working on now?
ncol(at)xtra.co.nz wrote:
> 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
The number that comes after 12 is 13, not 14.... [Wink]
--------
#40572 QB Fuselage, wings finished
N711JG reserved
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=180256#180256
Message 2
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| Subject: | Re: What is Vans working on now? |
Flying RV-1 at Lenhardt, owned and flown by Jack Lenhardt.
John Jessen
Do not archive
-----Original Message-----
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Perry, Phil
Sent: Wednesday, April 30, 2008 12:06 PM
Subject: RE: RV10-List: Re: What is Vans working on now?
Funny you should ask. I looked at RV-1 about 10 days ago.
RV-1 is located at Dunham Field, just NE of Houston and was the prototype RV
built by Dick Vangrunsven.
Oddly enough it's a fabric airplane with a little aluminum mixed in as well.
:)
She is not airworthy, but I'm sure the owner has plans to rebuild her
sometime in the future.
These photos are not mine, but they are Paul Dye's. Next time I'm out
there, I can snap a few of my own if you'd like to see more.
Phil
-----Original Message-----
From: Jon Reining [mailto:jonathan.w.reining@wellsfargo.com]
Sent: Wednesday, April 30, 2008 1:12 PM
Subject: RV10-List: Re: What is Vans working on now?
--> <jonathan.w.reining@wellsfargo.com>
What ever happened to the RV5?
Where the RV1 and RV2 the original pitts and van's original modification?
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=180316#180316
Message 3
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| Subject: | What is Vans working on now? |
Linn, My point is my doors are really clean fitting and no gap anywhere (th
is of course based on the backwards way I did them) Both the outside edge f
it aswell as the inner flange of the cabin top which interacts with the inn
er surface of the door won't even fit a business card. Rain in flight would
find its way inside, but rain while at a standstill without the engine run
ning would not. So indeed, some sort of soft seal will be used. The Vaccum
pressure fron the hinge gaps is an interesting piece of information. Oregon
Aero made up some interesting seats with huge headrests and no back cushio
n to allow space for my softie parachute. These are sure to turn a few head
s as people wonder what they hell is going on.
JG
0-list@matronics.comSubject: Re: RV10-List: What is Vans working on now?
John Gonzalez wrote:
I HAVE SPEND SO MUCH TIME ON THESE DOORS AND FROM THE WAY THEY ARE FUNCTION
ING AND THE WAY THAT THEY SEAL, I DO NOT THINK THERE IS A NEED FOR IMPROVEM
ENT. IT IS MY OPINION THAT THE DIRECTIONS NEED CLARIFICATION ON WHAT IS EX
PECTED OF THE BUILDER AND WHAT THE END RESULT SHOULD BE. NOT SURE I AM EVE
N GOING TO USE THE WEATHER STRIPPING.You might want to use a hose on it bef
ore you decide to trash the weatherstripping. By the time you find out tha
t you really do need it, it may be too late.
I AM ALSO ONE WHO WILL BE FLYING WITH A PARACHUTE Parachute John??? Wassam
atter .... don't trust your work??? Or are you panning some aerobatics al
ong the way???Linn do not archiveBTW, when I'm doing akro in my Pitts ...
. I wear a 'chute too.
AND I AM GRATEFUL THAT WHEN I OPEN THAT DOOR I CAN COUNT ON SHEADING IT SO
THAT I DON'T GET CUT IN HALF BY IT LIKE A CLAM SHELL CLOSING ON ME DURING B
AILOUT. OF COURSE, NO GUARANTEE IT WILL DO WHAT I WANT WHEN I WANT IT. JOHN
G.
Message 4
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| Subject: | Re: What is Vans working on now? |
You need to have enough space for the paint. I had a similar fit but between the
Van's seal and the paint it is not perfectly flush like it was without either.
Just something to watch out for. I used a base/clear paint which is probably a
little thicker than most single stage paints.
Scott Schmidt
scottmschmidt@yahoo.com
----- Original Message ----
From: John Gonzalez <indigoonlatigo@msn.com>
Sent: Thursday, May 1, 2008 9:16:22 AM
Subject: RE: RV10-List: What is Vans working on now?
Linn,
My point is my doors are really clean fitting and no gap anywhere (this of course
based on the backwards way I did them) Both the outside edge fit aswell as
the inner flange of the cabin top which interacts with the inner surface of the
door won't even fit a business card.
Rain in flight would find its way inside, but rain while at a standstill without
the engine running would not.
So indeed, some sort of soft seal will be used. The Vaccum pressure fron the hinge
gaps is an interesting piece of information.
Oregon Aero made up some interesting seats with huge headrests and no back cushion
to allow space for my softie parachute. These are sure to turn a few heads
as people wonder what they hell is going on.
JG
________________________________
Date: Wed, 30 Apr 2008 17:40:19 -0400
From: pitts_pilot@bellsouth.net
Subject: Re: RV10-List: What is Vans working on now?
John Gonzalez wrote:
I HAVE SPEND SO MUCH TIME ON THESE DOORS AND FROM THE WAY THEY ARE FUNCTIONING
AND THE WAY THAT THEY SEAL, I DO NOT THINK THERE IS A NEED FOR IMPROVEMENT.
IT IS MY OPINION THAT THE DIRECTIONS NEED CLARIFICATION ON WHAT IS EXPECTED OF
THE BUILDER AND WHAT THE END RESULT SHOULD BE.
NOT SURE I AM EVEN GOING TO USE THE WEATHER STRIPPING.You might want to use a hose
on it before you decide to trash the weatherstripping. By the time you find
out that you really do need it, it may be too late.
I AM ALSO ONE WHO WILL BE FLYING WITH A PARACHUTE Parachute John??? Wassamatter
.... don't trust your work??? Or are you panning some aerobatics along the
way???
Linn do not archive
BTW, when I'm doing akro in my Pitts .... I wear a 'chute too.
AND I AM GRATEFUL THAT WHEN I OPEN THAT DOOR I CAN COUNT ON SHEADING IT SO THAT
I DON'T GET CUT IN HALF BY IT LIKE A CLAM SHELL CLOSING ON ME DURING BAILOUT.
OF COURSE, NO GUARANTEE IT WILL DO WHAT I WANT WHEN I WANT IT.
JOHN G.
get=_blank>http://www.matronics.com/Navigator?RV10-List
p://forums.matronics.com
blank>http://www.matronics.com/contribution
Message 5
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| Subject: | What is Vans working on now? |
Like the thickness of electrical tape or electrical tape as a release agent
?
JG.
e: RV10-List: What is Vans working on now?To: rv10-list@matronics.com
You need to have enough space for the paint. I had a similar fit but betwe
en the Van's seal and the paint it is not perfectly flush like it was witho
ut either. Just something to watch out for. I used a base/clear paint whic
h is probably a little thicker than most single stage paints.
Scott Schmidtscottmschmidt@yahoo.com
----- Original Message ----From: John Gonzalez <indigoonlatigo@msn.com>To:
rv10-list@matronics.comSent: Thursday, May 1, 2008 9:16:22 AMSubject: RE: R
V10-List: What is Vans working on now?
Linn, My point is my doors are really clean fitting and no gap anywhere (th
is of course based on the backwards way I did them) Both the outside edge f
it aswell as the inner flange of the cabin top which interacts with the inn
er surface of the door won't even fit a business card. Rain in flight would
find its way inside, but rain while at a standstill without the engine run
ning would not. So indeed, some sort of soft seal will be used. The Vaccum
pressure fron the hinge gaps is an interesting piece of information. Oregon
Aero made up some interesting seats with huge headrests and no back cushio
n to allow space for my softie parachute. These are sure to turn a few head
s as people wonder what they hell is going on. JG
0-list@matronics.comSubject: Re: RV10-List: What is Vans working on now?Joh
n Gonzalez wrote:
I HAVE SPEND SO MUCH TIME ON THESE DOORS AND FROM THE WAY THEY ARE FUNCTION
ING AND THE WAY THAT THEY SEAL, I DO NOT THINK THERE IS A NEED FOR IMPROVEM
ENT. IT IS MY OPINION THAT THE DIRECTIONS NEED CLARIFICATION ON WHAT IS EX
PECTED OF THE BUILDER AND WHAT THE END RESULT SHOULD BE. NOT SURE I AM EVE
N GOING TO USE THE WEATHER STRIPPING.You might want to use a hose on it bef
ore you decide to trash the weatherstripping. By the time you find out tha
t you really do need it, it may be too late.
I AM ALSO ONE WHO WILL BE FLYING WITH A PARACHUTE Parachute John??? Wassam
atter .... don't trust your work??? Or are you panning some aerobatics al
ong the way???Linn do not archiveBTW, when I'm doing akro in my Pitts ...
. I wear a 'chute too.
AND I AM GRATEFUL THAT WHEN I OPEN THAT DOOR I CAN COUNT ON SHEADING IT SO
THAT I DON'T GET CUT IN HALF BY IT LIKE A CLAM SHELL CLOSING ON ME DURING B
AILOUT. OF COURSE, NO GUARANTEE IT WILL DO WHAT I WANT WHEN I WANT IT. JOHN
G.get=_blank>http://www.matronics.com/Navigator?RV10-Listp://forums.matr
onics.comblank>http://www.matronics.com/contribution
Message 6
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| Subject: | Compliments to customer service at Lycoming-Skytech starter |
Recently some discussion went on about the Skytech starter and IO-540's.
I am also aware of some history of Lycoming service issues.
I previously wrote:
"Ok, I've got a dog in this fight since I just ordered an IO-540 from Van's as
part of their promotion.
The Van's Lycoming engine comes with the LS starter on the crated engine. Since
it's part of the OEM contract with Van's, it can't be changed. If you're ordering
from an after market builder, you can specify the NL.
I then spoke to the tech at Sky-Tech. The LS has a higher current draw than the
NL and may not turn over the engine IF you've done a shoddy wiring job. The NL
is recommended for that reason.
As to kickback, that can happen depending on settings of a magneto. In my case,
I plan to go with PMags for both. Skytech advised that they worked specifically
with the PMag system guys to ensure that a kickback won't happen.
Bottom line-Skytech changed the recommendation from LS to NL based on several engines
having slow turnover due to restrictive wiring or low battery power.
So I'll stay with the LS unless I do have a problem. If I was starting from scratch
on the engine, I'd get the NL.
Subsequently, based on my phone call to Lycoming and Lycoming's follow up discussions
with Skytech, Lycoming sent me a new Skytech NL starter at no additional
charge, asking only that I return the unused LS starter to them.
Thank you.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=180539#180539
Message 7
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| Subject: | Re: Compliments to customer service at Lycoming-Skytech starter |
tomhanaway wrote:
>
>Recently some discussion went on about the Skytech starter and IO-540's.
>I am also aware of some history of Lycoming service issues.
>
>
>
SNIP
>Subsequently, based on my phone call to Lycoming and Lycoming's follow up discussions
with Skytech, Lycoming sent me a new Skytech NL starter at no additional
charge, asking only that I return the unused LS starter to them.
>Thank you.
>
Would you share the contact info with Lycoming??? I know Vans has sold
a whole lot of engines during their SNF sale ..... mine too ...... and
there'll be a whole lot of folks looking to do the trade.
Linn
>
>
>Read this topic online here:
>
>http://forums.matronics.com/viewtopic.php?p=180539#180539
>
>
>
>
Message 8
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| Subject: | Compliments to customer service at Lycoming-Skytech starter |
On my Vans certified IO540 the first touch of the starter relay only moves
it about a half a blade; but the second try spins it like a top. Same
problem and same solution for the Glastar as well. I am using Odyssey 680s.
Wire 002 crimped and soldered.
-----Original Message-----
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of tomhanaway
Sent: Thursday, May 01, 2008 12:20 PM
Subject: RV10-List: Compliments to customer service at Lycoming-Skytech
starter
Recently some discussion went on about the Skytech starter and IO-540's.
I am also aware of some history of Lycoming service issues.
I previously wrote:
"Ok, I've got a dog in this fight since I just ordered an IO-540 from Van's
as part of their promotion.
The Van's Lycoming engine comes with the LS starter on the crated engine.
Since it's part of the OEM contract with Van's, it can't be changed. If
you're ordering from an after market builder, you can specify the NL.
I then spoke to the tech at Sky-Tech. The LS has a higher current draw than
the NL and may not turn over the engine IF you've done a shoddy wiring job.
The NL is recommended for that reason.
As to kickback, that can happen depending on settings of a magneto. In my
case, I plan to go with PMags for both. Skytech advised that they worked
specifically with the PMag system guys to ensure that a kickback won't
happen.
Bottom line-Skytech changed the recommendation from LS to NL based on
several engines having slow turnover due to restrictive wiring or low
battery power.
So I'll stay with the LS unless I do have a problem. If I was starting from
scratch on the engine, I'd get the NL.
Subsequently, based on my phone call to Lycoming and Lycoming's follow up
discussions with Skytech, Lycoming sent me a new Skytech NL starter at no
additional charge, asking only that I return the unused LS starter to them.
Thank you.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=180539#180539
Message 9
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Now at 12.4 hours and 21 landings including some gusting crosswinds. Oil
consumption is beginning to stabilize. Of the 13 quarts poured into the
engine at this point nine are still showing on the oil stick. considering
the oil filter , this is a consumption of 3-4 quarts during this past week
of flying. During the last two days of flights, consumption has been about
half a quart (over 3.5 flight hours). CHTs with full rich mixture have been
340-360 for cylinders 2,3,4,5. CHT for 6 is 360-390. and cylinder 1 has been
as high as 433 for a short period during the climb. It then settled 395-405.
Recently the temperatures have not stayed as high as long and I have been
able to lean fuel flow so that EGTs are approx 1350F. Full rich EGTs will be
approx. 1200+. Considerable right rudder required during takeoff and climb.
Some still required at cruise. After phase I , I will place a fixed tab on
the rudder to compensate during cruise. At this point , I don't' know
whether rudder trim would be worthwhile. I plan to re evaluate after
painting and rebalancing of the ailerons. (My Glastar had a distinct desire
to turn right as speed increased but after painting and a balancing of the
ailerons to the nearest gram the tendency went away). The digiflie II
autopilot works fine with Cheltons in the basic GPSS track mode with
altitude hold. It does not work with VNAV at all. I am told I need the 2.24
software versus the 2.2 that I have installed. I will get that during paint.
On the other hand instrument approaches with the VNAV and HITS are very easy
to hand fly. A series of skyway boxes take the pilot through the
intermediate fixes and to the missed approach point. If a miss is necessary
the boxes lead the way back to the missed approach hold. Next on the agenda
is some slow flight and stall to see how slow we can reasonably fly this
thing on landings. On Alex's advice I started at 80 kts on final and have
worked down to 70-75 on short final. I noticed that today the Chelton
indicated just under 60 kts about the time of touchdown. Be advised also
that the low wing provides a good ground effect and any excess speed will
use lots of runway. If your initial test runway is less than 3000 feet you
might want to consider first flight elsewhere; additionally fire rescue, if
needed, would be nice. FFZ has 5200 feet paved and onsite fire rescue;
thankfully they were not needed. One other thing, the fuel caps as supplied
by Van's QB had a little residue on one of them ; also a little nick , at
any rate after filling the tank a small venting of fuel occurs after
takeoff. It tends to go away at cruise. I have switched sides for the caps
to determine whether the problem follows the cap. More later.
Message 10
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Anyone use anything different than Vans Engine mounts--ie Lord mounts??
thanks larry
--------
Larry and Gayle N104LG
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=180582#180582
Message 11
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| Subject: | Re: Phase 1 update |
FWIW, the IO-540, in my experience, will not hold more than 9 quarts
for very long. It will blow it through the breather very quickly down
to about 8-9 quarts. I wouldn't use that number as a stabilizing
number for the engine if you started with 13 quarts. You may see that
same trend if you filled it up to 12 right now.
Keep up the good safe flying.
do not archive
Jesse Saint
Saint Aviation, Inc.
jesse@saintaviation.com
Cell: 352-427-0285
Fax: 815-377-3694
On May 1, 2008, at 6:47 PM, David McNeill wrote:
> Now at 12.4 hours and 21 landings including some gusting crosswinds.
> Oil consumption is beginning to stabilize. Of the 13 quarts poured
> into the engine at this point nine are still showing on the oil
> stick. considering the oil filter , this is a consumption of 3-4
> quarts during this past week of flying. During the last two days of
> flights, consumption has been about half a quart (over 3.5 flight
> hours). CHTs with full rich mixture have been 340-360 for cylinders
> 2,3,4,5. CHT for 6 is 360-390. and cylinder 1 has been as high as
> 433 for a short period during the climb. It then settled 395-405.
> Recently the temperatures have not stayed as high as long and I have
> been able to lean fuel flow so that EGTs are approx 1350F. Full rich
> EGTs will be approx. 1200+. Considerable right rudder required
> during takeoff and climb. Some still required at cruise. After phase
> I , I will place a fixed tab on the rudder to compensate during
> cruise. At this point , I don't' know whether rudder trim would be
> worthwhile. I plan to re evaluate after painting and rebalancing of
> the ailerons. (My Glastar had a distinct desire to turn right as
> speed increased but after painting and a balancing of the ailerons
> to the nearest gram the tendency went away). The digiflie II
> autopilot works fine with Cheltons in the basic GPSS track mode with
> altitude hold. It does not work with VNAV at all. I am told I need
> the 2.24 software versus the 2.2 that I have installed. I will get
> that during paint. On the other hand instrument approaches with the
> VNAV and HITS are very easy to hand fly. A series of skyway boxes
> take the pilot through the intermediate fixes and to the missed
> approach point. If a miss is necessary the boxes lead the way back
> to the missed approach hold. Next on the agenda is some slow flight
> and stall to see how slow we can reasonably fly this thing on
> landings. On Alex's advice I started at 80 kts on final and have
> worked down to 70-75 on short final. I noticed that today the
> Chelton indicated just under 60 kts about the time of touchdown. Be
> advised also that the low wing provides a good ground effect and any
> excess speed will use lots of runway. If your initial test runway is
> less than 3000 feet you might want to consider first flight
> elsewhere; additionally fire rescue, if needed, would be nice. FFZ
> has 5200 feet paved and onsite fire rescue; thankfully they were not
> needed. One other thing, the fuel caps as supplied by Van's QB had a
> little residue on one of them ; also a little nick , at any rate
> after filling the tank a small venting of fuel occurs after takeoff.
> It tends to go away at cruise. I have switched sides for the caps to
> determine whether the problem follows the cap. More later.
>
>
Message 12
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Scott take a look at my airspeed indicator from vans for the 10. It
shows the speeds you are looking for. Randy 40006
http://www.myrv10.com/N610RV/20050328/DSCN4452.html
________________________________
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Scott Schmidt
Sent: Tuesday, April 29, 2008 2:37 PM
Subject: [SPAM?] Re: RV10-List: flap speeds
Importance: Low
Does anyone have a .pdf that Van's supplies with the finishing kit
describing the first flight as well as flap speeds?
For me, it is 120 knots for the first, then below 90 knots for
everything else.
Typically it is 85 knots for the second notch, then 80 for the third.
Scott Schmidt
scottmschmidt@yahoo.com
----- Original Message ----
From: "JSMcGrew@aol.com" <JSMcGrew@aol.com>
Sent: Tuesday, April 29, 2008 1:58:28 PM
Subject: Re: RV10-List: flap speeds
I asked Van's for clarification regarding the 2 degree flap setting. I
was told that it does not have a speed limitation on it. I put the flaps
to that position as I am entering the pattern or rolling out on final
during an approach.
As for the first and second real notches of flaps, I slow to below 87
kts before extending the flaps per Van's recommendations. I'm sure that
there is a reason for that limitation.
-Jim
N312JE
In a message dated 4/28/2008 11:03:33 P.M. Eastern Daylight Time,
dlm46007@cox.net writes:
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?
="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 <http://autos.aol.com/used?NCID=aolcmp00300000002851> .
Message 13
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I did not mean that , we never filled with more than 9 at a time. Just meant
that we kep refilling to about 9 during the 12 hours.
_____
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Jesse Saint
Sent: Thursday, May 01, 2008 4:29 PM
Subject: Re: RV10-List: Phase 1 update
FWIW, the IO-540, in my experience, will not hold more than 9 quarts for
very long. It will blow it through the breather very quickly down to about
8-9 quarts. I wouldn't use that number as a stabilizing number for the
engine if you started with 13 quarts. You may see that same trend if you
filled it up to 12 right now.
Keep up the good safe flying.
do not archive
Jesse Saint
Saint Aviation, Inc.
jesse@saintaviation.com
Cell: 352-427-0285
Fax: 815-377-3694
On May 1, 2008, at 6:47 PM, David McNeill wrote:
Now at 12.4 hours and 21 landings including some gusting crosswinds. Oil
consumption is beginning to stabilize. Of the 13 quarts poured into the
engine at this point nine are still showing on the oil stick. considering
the oil filter , this is a consumption of 3-4 quarts during this past week
of flying. During the last two days of flights, consumption has been about
half a quart (over 3.5 flight hours). CHTs with full rich mixture have been
340-360 for cylinders 2,3,4,5. CHT for 6 is 360-390. and cylinder 1 has been
as high as 433 for a short period during the climb. It then settled 395-405.
Recently the temperatures have not stayed as high as long and I have been
able to lean fuel flow so that EGTs are approx 1350F. Full rich EGTs will be
approx. 1200+. Considerable right rudder required during takeoff and climb.
Some still required at cruise. After phase I , I will place a fixed tab on
the rudder to compensate during cruise. At this point , I don't' know
whether rudder trim would be worthwhile. I plan to re evaluate after
painting and rebalancing of the ailerons. (My Glastar had a distinct desire
to turn right as speed increased but after painting and a balancing of the
ailerons to the nearest gram the tendency went away). The digiflie II
autopilot works fine with Cheltons in the basic GPSS track mode with
altitude hold. It does not work with VNAV at all. I am told I need the 2.24
software versus the 2.2 that I have installed. I will get that during paint.
On the other hand instrument approaches with the VNAV and HITS are very easy
to hand fly. A series of skyway boxes take the pilot through the
intermediate fixes and to the missed approach point. If a miss is necessary
the boxes lead the way back to the missed approach hold. Next on the agenda
is some slow flight and stall to see how slow we can reasonably fly this
thing on landings. On Alex's advice I started at 80 kts on final and have
worked down to 70-75 on short final. I noticed that today the Chelton
indicated just under 60 kts about the time of touchdown. Be advised also
that the low wing provides a good ground effect and any excess speed will
use lots of runway. If your initial test runway is less than 3000 feet you
might want to consider first flight elsewhere; additionally fire rescue, if
needed, would be nice. FFZ has 5200 feet paved and onsite fire rescue;
thankfully they were not needed. One other thing, the fuel caps as supplied
by Van's QB had a little residue on one of them ; also a little nick , at
any rate after filling the tank a small venting of fuel occurs after
takeoff. It tends to go away at cruise. I have switched sides for the caps
to determine whether the problem follows the cap. More later.
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/contri
bution
Message 14
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| Subject: | Re: Phase 1 update |
Definitely agree with Jesse here....something around 8 will last
a lot longer. Any more just blows out. Also, for #1 and 2 CHT,
hopefully you've trimmed that baffle air dam. If not, that
could explain #1 being that much higher.
On the AP, you should be able to get it working with that software,
it just won't be as good. You may have the arinc port set to
HIGH speed, which the AP isn't capable of. That causes it to
lock on for only a short time and then drop off. Either way,
the settings are well documented for a starting point, so if the
wiring is good, it should only take a few minutes of checking
settings to get something acceptable.
You're right about the approach speeds. 70-75 is great. No
less than 70 or it drops pretty quickly.
Tim Olson - RV-10 N104CD - Flying
do not archive
Jesse Saint wrote:
> FWIW, the IO-540, in my experience, will not hold more than 9 quarts for
> very long. It will blow it through the breather very quickly down to
> about 8-9 quarts. I wouldn't use that number as a stabilizing number
> for the engine if you started with 13 quarts. You may see that same
> trend if you filled it up to 12 right now.
>
> Keep up the good safe flying.
>
> do not archive
>
> Jesse Saint
> Saint Aviation, Inc.
> jesse@saintaviation.com <mailto:jesse@saintaviation.com>
> Cell: 352-427-0285
> Fax: 815-377-3694
>
> On May 1, 2008, at 6:47 PM, David McNeill wrote:
>
>> Now at 12.4 hours and 21 landings including some gusting crosswinds.
>> Oil consumption is beginning to stabilize. Of the 13 quarts poured
>> into the engine at this point nine are still showing on the oil stick.
>> considering the oil filter , this is a consumption of 3-4 quarts
>> during this past week of flying. During the last two days of flights,
>> consumption has been about half a quart (over 3.5 flight hours). CHTs
>> with full rich mixture have been 340-360 for cylinders 2,3,4,5. CHT
>> for 6 is 360-390. and cylinder 1 has been as high as 433 for a short
>> period during the climb. It then settled 395-405. Recently the
>> temperatures have not stayed as high as long and I have been able to
>> lean fuel flow so that EGTs are approx 1350F. Full rich EGTs will be
>> approx. 1200+. Considerable right rudder required during takeoff and
>> climb. Some still required at cruise. After phase I , I will place a
>> fixed tab on the rudder to compensate during cruise. At this point , I
>> don't' know whether rudder trim would be worthwhile. I plan to re
>> evaluate after painting and rebalancing of the ailerons. (My Glastar
>> had a distinct desire to turn right as speed increased but after
>> painting and a balancing of the ailerons to the nearest gram the
>> tendency went away). The digiflie II autopilot works fine with
>> Cheltons in the basic GPSS track mode with altitude hold. It does not
>> work with VNAV at all. I am told I need the 2.24 software versus the
>> 2.2 that I have installed. I will get that during paint. On the other
>> hand instrument approaches with the VNAV and HITS are very easy to
>> hand fly. A series of skyway boxes take the pilot through the
>> intermediate fixes and to the missed approach point. If a miss is
>> necessary the boxes lead the way back to the missed approach
>> hold. Next on the agenda is some slow flight and stall to see how slow
>> we can reasonably fly this thing on landings. On Alex's advice I
>> started at 80 kts on final and have worked down to 70-75 on short
>> final. I noticed that today the Chelton indicated just under 60 kts
>> about the time of touchdown. Be advised also that the low wing
>> provides a good ground effect and any excess speed will use lots of
>> runway. If your initial test runway is less than 3000 feet you might
>> want to consider first flight elsewhere; additionally fire rescue, if
>> needed, would be nice. FFZ has 5200 feet paved and onsite fire rescue;
>> thankfully they were not needed. One other thing, the fuel caps as
>> supplied by Van's QB had a little residue on one of them ; also a
>> little nick , at any rate after filling the tank a small venting of
>> fuel occurs after takeoff. It tends to go away at cruise. I have
>> switched sides for the caps to determine whether the problem follows
>> the cap. More later.
>> *
>> 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 15
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Just for reference. Mine seems to be happy at about 9.5....anymore than
that gets blown out. I think I will change my refill mark (mental) to 8.5
or less. I have been using 9.
Rene' Felker
RV-10 N423CF Flying
801-721-6080
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of David McNeill
Sent: Thursday, May 01, 2008 5:50 PM
Subject: RE: RV10-List: Phase 1 update
I did not mean that , we never filled with more than 9 at a time. Just meant
that we kep refilling to about 9 during the 12 hours.
_____
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Jesse Saint
Sent: Thursday, May 01, 2008 4:29 PM
Subject: Re: RV10-List: Phase 1 update
FWIW, the IO-540, in my experience, will not hold more than 9 quarts for
very long. It will blow it through the breather very quickly down to about
8-9 quarts. I wouldn't use that number as a stabilizing number for the
engine if you started with 13 quarts. You may see that same trend if you
filled it up to 12 right now.
Keep up the good safe flying.
do not archive
Jesse Saint
Saint Aviation, Inc.
jesse@saintaviation.com
Cell: 352-427-0285
Fax: 815-377-3694
On May 1, 2008, at 6:47 PM, David McNeill wrote:
Now at 12.4 hours and 21 landings including some gusting crosswinds. Oil
consumption is beginning to stabilize. Of the 13 quarts poured into the
engine at this point nine are still showing on the oil stick. considering
the oil filter , this is a consumption of 3-4 quarts during this past week
of flying. During the last two days of flights, consumption has been about
half a quart (over 3.5 flight hours). CHTs with full rich mixture have been
340-360 for cylinders 2,3,4,5. CHT for 6 is 360-390. and cylinder 1 has been
as high as 433 for a short period during the climb. It then settled 395-405.
Recently the temperatures have not stayed as high as long and I have been
able to lean fuel flow so that EGTs are approx 1350F. Full rich EGTs will be
approx. 1200+. Considerable right rudder required during takeoff and climb.
Some still required at cruise. After phase I , I will place a fixed tab on
the rudder to compensate during cruise. At this point , I don't' know
whether rudder trim would be worthwhile. I plan to re evaluate after
painting and rebalancing of the ailerons. (My Glastar had a distinct desire
to turn right as speed increased but after painting and a balancing of the
ailerons to the nearest gram the tendency went away). The digiflie II
autopilot works fine with Cheltons in the basic GPSS track mode with
altitude hold. It does not work with VNAV at all. I am told I need the 2.24
software versus the 2.2 that I have installed. I will get that during paint.
On the other hand instrument approaches with the VNAV and HITS are very easy
to hand fly. A series of skyway boxes take the pilot through the
intermediate fixes and to the missed approach point. If a miss is necessary
the boxes lead the way back to the missed approach hold. Next on the agenda
is some slow flight and stall to see how slow we can reasonably fly this
thing on landings. On Alex's advice I started at 80 kts on final and have
worked down to 70-75 on short final. I noticed that today the Chelton
indicated just under 60 kts about the time of touchdown. Be advised also
that the low wing provides a good ground effect and any excess speed will
use lots of runway. If your initial test runway is less than 3000 feet you
might want to consider first flight elsewhere; additionally fire rescue, if
needed, would be nice. FFZ has 5200 feet paved and onsite fire rescue;
thankfully they were not needed. One other thing, the fuel caps as supplied
by Van's QB had a little residue on one of them ; also a little nick , at
any rate after filling the tank a small venting of fuel occurs after
takeoff. It tends to go away at cruise. I have switched sides for the caps
to determine whether the problem follows the cap. More later.
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/contri
bution
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/c
Message 16
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| Subject: | Re: Phase 1 update |
You flyers ever wanted to add vortex generators to slow down the approach
speeds?
Bruce
40018
On Thu, May 1, 2008 at 4:52 PM, Tim Olson <Tim@myrv10.com> wrote:
>
> Definitely agree with Jesse here....something around 8 will last
> a lot longer. Any more just blows out. Also, for #1 and 2 CHT,
> hopefully you've trimmed that baffle air dam. If not, that
> could explain #1 being that much higher.
>
> On the AP, you should be able to get it working with that software,
> it just won't be as good. You may have the arinc port set to
> HIGH speed, which the AP isn't capable of. That causes it to
> lock on for only a short time and then drop off. Either way,
> the settings are well documented for a starting point, so if the
> wiring is good, it should only take a few minutes of checking
> settings to get something acceptable.
>
> You're right about the approach speeds. 70-75 is great. No
> less than 70 or it drops pretty quickly.
>
> Tim Olson - RV-10 N104CD - Flying
> do not archive
>
>
> Jesse Saint wrote:
>
>> FWIW, the IO-540, in my experience, will not hold more than 9 quarts for
>> very long. It will blow it through the breather very quickly down to about
>> 8-9 quarts. I wouldn't use that number as a stabilizing number for the
>> engine if you started with 13 quarts. You may see that same trend if you
>> filled it up to 12 right now.
>>
>> Keep up the good safe flying.
>>
>> do not archive
>>
>> Jesse Saint
>> Saint Aviation, Inc.
>> jesse@saintaviation.com <mailto:jesse@saintaviation.com>
>> Cell: 352-427-0285
>> Fax: 815-377-3694
>>
>> On May 1, 2008, at 6:47 PM, David McNeill wrote:
>>
>> Now at 12.4 hours and 21 landings including some gusting crosswinds. Oil
>>> consumption is beginning to stabilize. Of the 13 quarts poured into the
>>> engine at this point nine are still showing on the oil stick. considering
>>> the oil filter , this is a consumption of 3-4 quarts during this past week
>>> of flying. During the last two days of flights, consumption has been about
>>> half a quart (over 3.5 flight hours). CHTs with full rich mixture have been
>>> 340-360 for cylinders 2,3,4,5. CHT for 6 is 360-390. and cylinder 1 has been
>>> as high as 433 for a short period during the climb. It then settled 395-405.
>>> Recently the temperatures have not stayed as high as long and I have been
>>> able to lean fuel flow so that EGTs are approx 1350F. Full rich EGTs will be
>>> approx. 1200+. Considerable right rudder required during takeoff and climb.
>>> Some still required at cruise. After phase I , I will place a fixed tab on
>>> the rudder to compensate during cruise. At this point , I don't' know
>>> whether rudder trim would be worthwhile. I plan to re evaluate after
>>> painting and rebalancing of the ailerons. (My Glastar had a distinct desire
>>> to turn right as speed increased but after painting and a balancing of the
>>> ailerons to the nearest gram the tendency went away). The digiflie II
>>> autopilot works fine with Cheltons in the basic GPSS track mode with
>>> altitude hold. It does not work with VNAV at all. I am told I need the 2.24
>>> software versus the 2.2 that I have installed. I will get that during paint.
>>> On the other hand instrument approaches with the VNAV and HITS are very easy
>>> to hand fly. A series of skyway boxes take the pilot through the
>>> intermediate fixes and to the missed approach point. If a miss is necessary
>>> the boxes lead the way back to the missed approach hold. Next on the agenda
>>> is some slow flight and stall to see how slow we can reasonably fly this
>>> thing on landings. On Alex's advice I started at 80 kts on final and have
>>> worked down to 70-75 on short final. I noticed that today the Chelton
>>> indicated just under 60 kts about the time of touchdown. Be advised also
>>> that the low wing provides a good ground effect and any excess speed will
>>> use lots of runway. If your initial test runway is less than 3000 feet you
>>> might want to consider first flight elsewhere; additionally fire rescue, if
>>> needed, would be nice. FFZ has 5200 feet paved and onsite fire rescue;
>>> thankfully they were not needed. One other thing, the fuel caps as supplied
>>> by Van's QB had a little residue on one of them ; also a little nick , at
>>> any rate after filling the tank a small venting of fuel occurs after
>>> takeoff. It tends to go away at cruise. I have switched sides for the caps
>>> to determine whether the problem follows the cap. More later.
>>> *
>>> 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 17
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| Subject: | Re: Autocad format RV-10 line drawings? |
You can get it from Van's web site.
<http://www.vansaircraft.com/public/downloads.htm>
Larry Rosen
RV Builder (Michael Sausen) wrote:
>
> Anyone have line drawings of the RV-10 in AutoCAD? My buddy I'm working with
on the paint scheme was wondering if he could get some in that format. I already
gave him the regular jpg versions that are out there.
>
> Michael
>
> -----Original Message-----
> From: owner-rv10-list-server@matronics.com [mailto:owner-rv10-list-server@matronics.com] On Behalf Of johngoodman
> Sent: Wednesday, April 30, 2008 9:57 AM
> To: rv10-list@matronics.com
> Subject: RV10-List: Re: What is Vans working on now?
>
>
>
> ncol(at)xtra.co.nz wrote:
>
>> 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
>>
>
>
> The number that comes after 12 is 13, not 14.... [Wink]
>
> --------
> #40572 QB Fuselage, wings finished
> N711JG reserved
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=180256#180256
>
>
>
Message 18
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| Subject: | Re: Phase 1 update |
FWIW, I've owned IO-540's for many years in both a Pitts S2B, and an
Extra 300, and in my experience they both stabilized at 10 qts.
Damon
On May 1, 2008, at 7:52 PM, Tim Olson wrote:
>
> Definitely agree with Jesse here....something around 8 will last
> a lot longer. Any more just blows out. Also, for #1 and 2 CHT,
> hopefully you've trimmed that baffle air dam. If not, that
> could explain #1 being that much higher.
>
> On the AP, you should be able to get it working with that software,
> it just won't be as good. You may have the arinc port set to
> HIGH speed, which the AP isn't capable of. That causes it to
> lock on for only a short time and then drop off. Either way,
> the settings are well documented for a starting point, so if the
> wiring is good, it should only take a few minutes of checking
> settings to get something acceptable.
>
> You're right about the approach speeds. 70-75 is great. No
> less than 70 or it drops pretty quickly.
>
> Tim Olson - RV-10 N104CD - Flying
> do not archive
>
>
> Jesse Saint wrote:
>> FWIW, the IO-540, in my experience, will not hold more than 9
>> quarts for very long. It will blow it through the breather very
>> quickly down to about 8-9 quarts. I wouldn't use that number as a
>> stabilizing number for the engine if you started with 13 quarts.
>> You may see that same trend if you filled it up to 12 right now.
>> Keep up the good safe flying.
>> do not archive
>> Jesse Saint
>> Saint Aviation, Inc.
>> jesse@saintaviation.com <mailto:jesse@saintaviation.com>
>> Cell: 352-427-0285
>> Fax: 815-377-3694
>> On May 1, 2008, at 6:47 PM, David McNeill wrote:
>>> Now at 12.4 hours and 21 landings including some gusting
>>> crosswinds. Oil consumption is beginning to stabilize. Of the 13
>>> quarts poured into the engine at this point nine are still showing
>>> on the oil stick. considering the oil filter , this is a
>>> consumption of 3-4 quarts during this past week of flying. During
>>> the last two days of flights, consumption has been about half a
>>> quart (over 3.5 flight hours). CHTs with full rich mixture have
>>> been 340-360 for cylinders 2,3,4,5. CHT for 6 is 360-390. and
>>> cylinder 1 has been as high as 433 for a short period during the
>>> climb. It then settled 395-405. Recently the temperatures have not
>>> stayed as high as long and I have been able to lean fuel flow so
>>> that EGTs are approx 1350F. Full rich EGTs will be approx. 1200+.
>>> Considerable right rudder required during takeoff and climb. Some
>>> still required at cruise. After phase I , I will place a fixed tab
>>> on the rudder to compensate during cruise. At this point , I
>>> don't' know whether rudder trim would be worthwhile. I plan to re
>>> evaluate after painting and rebalancing of the ailerons. (My
>>> Glastar had a distinct desire to turn right as speed increased but
>>> after painting and a balancing of the ailerons to the nearest
>>> gram the tendency went away). The digiflie II autopilot works fine
>>> with Cheltons in the basic GPSS track mode with altitude hold. It
>>> does not work with VNAV at all. I am told I need the 2.24 software
>>> versus the 2.2 that I have installed. I will get that during
>>> paint. On the other hand instrument approaches with the VNAV and
>>> HITS are very easy to hand fly. A series of skyway boxes take the
>>> pilot through the intermediate fixes and to the missed approach
>>> point. If a miss is necessary the boxes lead the way back to the
>>> missed approach hold. Next on the agenda is some slow flight and
>>> stall to see how slow we can reasonably fly this thing on
>>> landings. On Alex's advice I started at 80 kts on final and have
>>> worked down to 70-75 on short final. I noticed that today the
>>> Chelton indicated just under 60 kts about the time of touchdown.
>>> Be advised also that the low wing provides a good ground effect
>>> and any excess speed will use lots of runway. If your initial test
>>> runway is less than 3000 feet you might want to consider first
>>> flight elsewhere; additionally fire rescue, if needed, would be
>>> nice. FFZ has 5200 feet paved and onsite fire rescue; thankfully
>>> they were not needed. One other thing, the fuel caps as supplied
>>> by Van's QB had a little residue on one of them ; also a little
>>> nick , at any rate after filling the tank a small venting of fuel
>>> occurs after takeoff. It tends to go away at cruise. I have
>>> switched sides for the caps to determine whether the problem
>>> follows the cap. More later.
>>> *
>>> 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 19
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| Subject: | Re: Phase 1 update |
Damon,
Ten quarts seems high for an IO540. Dose that include what went to your inverted
oil system?
Jim Berry
40482
25 years in a Pitts S1S
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=180619#180619
Message 20
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| Subject: | Re: Phase 1 update |
10 Builders, David
We are at similar stages of test flying. I have about 8 hours now,
also with Cheltons. I am using 6.0B and a Trutrak Digiflight II with
GPS lateral and vertical steering.
I have seen nearly identical airframe numbers that you and others have
reported and really enjoy the low speed handling qualities. We've done
multiple stalls in all configs and lots of slow flight. With the cg at
about 20% of the range it is difficult to get a stall break with full
flaps. The indicated stall airspeeds are within a couple of knots of
Van's numbers. For initial test flying at what will probably be forward
cgs, 50 flap landings are more comfortable than full flap. The launch on
takeoff (1620 lbs bow, no interior or paint, 50 lbs of ballast in bag
compartment) is fun too.
I had an issue with unreliable winds and track on the Chelton
initially. Successful alighnment and swing calibration seems to have
cured that and today it nailed an automatic GPS approach. I am finding
the same thing as others have mentioned with the oil quantity. It seems
to be happy at about 9 qts; we've added one so far.
One caution, the temtation during the initial flights particularly
with advanced avionics is to spend too much time looking inside the
cockpit. I am trying hard to limit the "inside" viewing and verifing
the avionics in small easily managed steps rather than getting wrapped
up "what's it doing now" problems. I found that dividing the test
flights into half aerodynamics or perfomance tests and half avionics
tests provides a nice mix.
From a perfomance standpoint (other than no aerobatics) this airplane
is every bit as much fun to fly as the RV4 was. I am amazed that a
cross country cruiser can be this responsive and fun to fly.
For everyone slogging through the never ending finishing phase, don't
give up you are going to love this airplane.
Dick Sipp
RV10 110DV flying
Message 21
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inside and outside time is a problem. I plan to fly off the phase one hours
and get my flying partner in the iarplane. I can give him his dual and we
can then do some of the inflight checks I would normally do. I have
concentrated on high power settings to break in the engone and confirming
reliability of systems. My date with the painter is May 25.
_____
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Richard Sipp
Sent: Thursday, May 01, 2008 7:48 PM
Subject: Re: RV10-List: Phase 1 update
10 Builders, David
We are at similar stages of test flying. I have about 8 hours now, also
with Cheltons. I am using 6.0B and a Trutrak Digiflight II with GPS lateral
and vertical steering.
I have seen nearly identical airframe numbers that you and others have
reported and really enjoy the low speed handling qualities. We've done
multiple stalls in all configs and lots of slow flight. With the cg at about
20% of the range it is difficult to get a stall break with full flaps. The
indicated stall airspeeds are within a couple of knots of Van's numbers.
For initial test flying at what will probably be forward cgs, 50 flap
landings are more comfortable than full flap. The launch on takeoff (1620
lbs bow, no interior or paint, 50 lbs of ballast in bag compartment) is fun
too.
I had an issue with unreliable winds and track on the Chelton initially.
Successful alighnment and swing calibration seems to have cured that and
today it nailed an automatic GPS approach. I am finding the same thing as
others have mentioned with the oil quantity. It seems to be happy at about
9 qts; we've added one so far.
One caution, the temtation during the initial flights particularly with
advanced avionics is to spend too much time looking inside the cockpit. I
am trying hard to limit the "inside" viewing and verifing the avionics in
small easily managed steps rather than getting wrapped up "what's it doing
now" problems. I found that dividing the test flights into half aerodynamics
or perfomance tests and half avionics tests provides a nice mix.
>From a perfomance standpoint (other than no aerobatics) this airplane is
every bit as much fun to fly as the RV4 was. I am amazed that a cross
country cruiser can be this responsive and fun to fly.
For everyone slogging through the never ending finishing phase, don't give
up you are going to love this airplane.
Dick Sipp
RV10 110DV flying
Message 22
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| Subject: | Official RV10-List FAQ (Frequently Asked Questions) |
Dear Listers,
Please read over the RV10-List Frequently Asked Questions (FAQ) below. The
complete RV10-List FAQ including the Usage Guidelines can be found at the
following URL:
http://www.matronics.com/FAQs/RV10-List.FAQ.html
Thank you,
Matt Dralle
Matronics Email List Administrator
[ Note: This FAQ was designed to be displayed with a fixed width font such as
Courier. Proportional fonts will cause display formatting errors. ]
This FAQ can also be viewed in HTML online at the following address:
http://www.matronics.com/FAQ/RV10-List.htm
************************************************************
******* LIST POLICIES AND FREQUENTLY ASKED QUESTIONS *******
************************************************************
PLEASE READ. This document contains RV10-List policies and information
for new and old subscribers. Understanding the RV10-List policies will
minimize problems for the Administrator, and will help keep the RV10-List
running smoothly for all of us.
******************************************
*** Quick Start Guide to List Features ***
******************************************
There are many features available on the Matronics Email Lists and each
one is described in detailed below. However, using the List Navigator
you can quickly access the complete set of features available for this
List. The List Navigator can be found at the following URL:
http://www.matronics.com/Navigator?RV10-List
****************************************
*** How to Subscribe and Unsubscribe ***
****************************************
Simply go to the Web Page shown below and enter your email address and
select the List(s) that you wish to subscribe or unsubscribed from. You
may also use the handy "Find" function to determine the exact syntax of
your email address as it is subscribed to the List. Please see the
complete instructions at the top of the Web Page for more information.
The Subscribe/Unsubscribe web page is:
http://www.matronics.com/subscribe
Note that you will receive TWO conformation emails regarding your subsciption
process. The first verifies that your subscription/unsubsciption request
was received, and the second confirms that the process has been completed.
You should receive the first email within a few minutes of your request.
The second conformation will arrive in less than 24 hours. You cannot post
until you receive the second conformation email message.
*****************************
*** How to Post a Message ***
*****************************
Send an email message to:
rv10-list@matronics.com
Your message will be redistributed to everyone currently subscribed
to the List.
*****************************************************
*** SPAM Fighter - You Must be Subscribed to Post ***
*****************************************************
When a new post is received by the system, the From: line of the message
is checked and compared against the current subscription list. If the
email address is found, the message is passed on to the List Processor.
If the email address isn't found in the current list of subscribers, it
is dumped. This serves to very effectively thwart 99% of the SPAM that
gets posted to the Lists.
Remember, however, that the syntax of your email address is very important
with regard to the configuration of your email application such as Outlook
or Eudora. For example, the following two email addresses may be
functionally equivalent, but only one would pass the Matronics Email SPAM
test depending on which was syntax was subscribed to the given List:
smith@machine.domain.com
smith@domain.com
Either email address syntax is alright, just be sure that you configure
your email application to match *exactly* the address you've subscibed to
the List.
**************************************
*** Enclosure Support on the Lists ***
**************************************
Limited posting of enclosures such as pictures, documents, and spreadsheets
is supported on the Lists. There are a number of restrictions, and these
are detailed below. Please abide by the rules put forth regarding the
content of enclosures.
These are some of the features and limits of enclosures on the Matronics
Lists:
1) Enclosures will only be posted to the Real Time version of the Lists.
2) Enclosures will NOT be included in the Daily Digest version of the Lists.
3) Enclosures WILL BE forwarded on to the BBS Forum Web site.
4) Enclosures will NOT be appended to the Archives.
5) Enclosures will NOT be available in the List Browse feature.
6) Only the following file types and extensions will be allowed:
bmp doc dwg dxf gif jpg pdf png txt xls
All other enclosures types will be rejected and email returned to
sender. The enclosure types listed above are relatively safe from
a virus standpoint and don't pose a particularly large security risk.
7) !! All incoming enclosures will be scanned for viruses prior to posting
to the List. This is done in real time and will not slow down
the process of posting the message !!
Here are some rules for posting enclosures. Failure to abide by these rules
could result in the removal of a subscriber's email address from the Lists.
1) Pay attention to what you are posting!! Make sure that the files
you are enclosing aren't HUGE (greater that 1MB). Remember that there
are still people checking they're email via dial up modem. If you post
30MB worth of pictures, you are placing an unnecessary burden on these
folks and the rest of us, for that matter.
2) SCALE YOUR PICTURES DOWN!!! I don't want to see huge 3000 x 2000
pictures getting posted that are 3 or 4MB each. This is just
unacceptable. Use a program such as Photoshop to scale the picture
down to something on the order of 800 x 600 and try to keep the
file size to less-than 200KB, preferably much less.
Microsoft has a really awesome utility available for free that allows
you to Right-Click on a picture in Explorer and automatically
scale it down and resave it. This is a great utility - get it, use it!
http://www.microsoft.com/windowsxp/downloads/powertoys/xppowertoys.mspx
Look for the link "Image Resizer"
3) !! This would seem to go without saying, but I'll say it anyway. Do not
post anything that would be considered offensive by your grandmother.
And you know what I'm saying; I don't want to see anything even
questionable. !!
4) REMEMBER THIS: If you post a 1MB enclosure to a List with 1000 members
subscribed, your 1MB enclosure must be resent 1000 times amounting
to 1MB X 1000 = 1 Gigabyte of network traffic!! BE CAREFUL and
BE COURTEOUS!
Also see the section below on the Matronics Photo and File Share where
you can have your files and photos posted on the Matronics web server
for long time viewing and availability.
*******************
*** Digest Mode ***
*******************
Each day, starting at 12 midnight PST US, a new 'digest' will be started.
This digest will contain the same information that is currently appended
to the archive file. It has all of the headers except for the "From:"
and "Subject:" lines removed, and includes a message separator consisting
of a line of underscores.
Each day at 23:55 PST US, the day's messages as described above will be
combined and sent as a single message to everyone on the digest email list.
To subscribe to the digest list, use the same subscription web form
described above, and just select the Digest version of the List.
http://www.matronics.com/subscribe
Note that you *can* be subscribed to both the realtime and digest versions
of the List at the same time. This is perfectly acceptable.
Now some caveats:
* Messages sent to "rv10-list-digest" will be forwarded to the standard
email list. In other words, you cannot post messages only to the
digest List.
* If you are subscribed to both the regular List and the digest List, you
will receive the realtime postings as well as the digest at the end of
the day.
* If you reply to the digest email, your message will be forwarded to the
normal list associated with the digest. Important Note: Please change
the subject line to reflect the topic of your response! Also, please
*do not include all or most of the digest in your reply*.
****************************
*** List Digest Browser ***
****************************
An archive of all the List Digests can be found online in either plain text
or HTML format. These archives contain the exact Digest that was posted to
the Digest email list on the given day. The Digest Archives can be found
at the following location:
http://www.matronics.com/digest
*****************************************
*** The "DO NOT ARCHIVE" Message Flag ***
*****************************************
At times, your message may concern something that is revelent only to a very
small number of persons or to a limited area, and you may not wish to archive
it. In such a case, simply put the following phrase anywhere in the
message:
do not archive
Your message will not be appended to the archive, but will be sent to List
email distribution as normal.
**********************************************
***** READ THIS - Automatic Unsubscribes *****
**********************************************
Note that if your email address begins to cause problems such as bounced
email, mailbox is filled, or any other errors, your address will be promptly
removed from the List. If you discover that you are no longer receiving
messages from the RV10-List, go to the following Web page, and look
for your email address and a possible reason for your removal.
The Matronics Email List uses utility called the "Email Weasel" that
automatically looks though the day's bounced email for addresses that
caused problems due to common things like "user is unknown", "mailbox
full", etc. If the Email Weasel removes your email address from the
Lists you will find record of it at the following URL:
http://www.matronics.com/unsubscribed
If the problem listed on the web site above has been resolved, please feel
free to resubscribe to the Lists of your choice.
*******************************
*** List Member Information ***
*******************************
If you have not done so already, please email me your phone numbers and
paper mail address in the following format:
smith@somehost.com
Joe Smith
123 Airport Lane
Tower, CA 91234-1234
098-765-1234 w
123-456-7890 h
Please forward this information to the following email address:
requests@matronics.com
I have a file of such things, that I typically use to contact you when
there are problems with your email address. The information will NOT
be used for any other commercial purpose.
****************************************
*** Realtime Web Email List Browsing ***
****************************************
Recent messages posted to the RV10-List are also made available on
the Web for realtime browsing. Seven days worth of back postings are
available with this feature. The messages can be sorted by Subject,
Author, Date, or Message Thread. The Realtime List Browser indexes are
updated twice per hour at xx:15 and xx:45. You can also reply to a message
or start a new message directly from the List Browser Interface (coming soon).
You do not have to be subscribed to the given list to use the List
Browser Interface in view-mode.
http://www.matronics.com/browselist/rv10-list
*******************************************
*** Web Forums Bulletin Board Interface ***
*******************************************
A phpBB BBS web Forums front end is available for all RV10-List content.
content. The Forums contain all of the same content available via the email
distribution and found on the various archive viewing formats such as the
List Browse, etc. Any posts on the web Forums will be cross posted to the
respective email List, and posts to the Email List will be cross posted to
the web Forums.
You may view all List content on the Forums without any special login.
If you wish to post a message via the Web Forum interface, however, you
will need to Register. This is a simple process that takes only a few
minutes. A link to the Registration page can be found at the top of the
main web Forums page. Note that registering on the Forum web site also
enables you to send email posts to the Lists as well. You will also need to
Subscribe to the respective Email List as described above to receive the
Email Distribution of the List, however.
The Matroincs Email List Web BBS Forums can be found at the following URL:
http://forums.matronics.com
*********************************
*** Matronics Email List Wiki ***
*********************************
In an attempt to make it easy to store and find structured and often accessed
information, Matronics has installed a Wiki at:
http://wiki.matronics.com
The Wiki allows individuals to create web pages to contain useful information
for other users of the mailing lists and web site. Unlike an ordinary web page
where the content needs to be submitted to Matronics for inclusion, the Wiki
permits the users to construct their own pages and have them visible immediately.
While constructing pages for the Wiki is not difficult, some may not be
comfortable building pages. In that case, simply prepare the text and any
images and email it to:
wiki-support@matronics.com
One of the volunteers on that list will take your submission and construct
a Wiki page for you.
Often someone produces a particularly useful posting in email one one of the
Lists that would be of general interest. In that case Matronics may take that
post and convert it into a Wiki page.
*********************
*** List Archives ***
*********************
A file containing of all of the previous postings to the RV10-List is
available on line. The archive file information is available via the
Web and FTP in a number of forms. Each are briefly described below:
* RV10-List.FAQ
- Latest version of the RV10-List Frequently Asked Question
page (this document).
* RV10-Archive.digest.complete
- Complete file with most of the email header info removed and
page breaks inserted between messages.
* RV10-Archive.digest.vol-??
- Same as the file above, but broken up into small sections that
can more easily handled.
* RV10-Archive.digest.complete.zip
- Same as the RV10-Archive.digest.complete file above, but
in PKZIP format. Use "binary" data transfer methods.
* RV10-Archive.digest.complete.Z
- Same as the RV10-Archive.digest.complete file above, but in
UNIX compress format. Use "binary" data transfer methods.
Download Via FTP
----------------
The archive file is available via anonymous FTP from ftp.matronics.com
in the "/pub/Archives" directory. It is updated daily and can be found in
a number of formats as described above. (All filenames are case sensitive.)
ftp://ftp.matronics.com/pub/Archives
Download Via Web
----------------
The archives are also available via a web listing. These can be found
toward the bottom of the following web page:
http://www.matronics.com/archives
******************************************
*** Complete List Web Archive Browsing ***
******************************************
All messages posted to the RV10-List are also available using the
Email List Archive Browsing feature. With this utility, all messages
in the List are indexed, and individual sub-archives can be browsed.
http://www.matronics.com/archive/archive-index.cgi?RV10
*****************************************
**** High-Speed Archive Search Engine ***
*****************************************
You can use the custom, high-performance Matronics Email List Search Engine
to quickly locate and browse any messages that have been posted to the
List. The Engine allows the user to easily search any of the currently
available List archives.
http://www.matronics.com/search
****************************
*** File and Photo Share ***
****************************
With the Matronics Email List File and Photo Share you can share pictures
and other data with members of the List without having to forward a
copy of it to everyone. To share your Files and Photos, simply email
them to:
pictures@matronics.com
!! ==> Please including the following information with each submission:
1) Email Lists that they are related to.
2) Your Full Name.
3) Your Email Address.
4) One line Subject description.
5) Multi-line, multi-paragraph description of topic.
6-x) One-line Description of each photo or file
Prior to public availability of the files and photos, each will be scanned
for viruses. Please also note that the process of making the files and
photos available on the web site is a pseudo-manual process, and I try to
process them every few days.
Following the availability of the new Photoshare, an email message will be
sent to the Email Lists enumerated in 1) above indicating that the new
Share is available and what the direct URL to it is.
For a current list of available Photoshares, have a look at the Main
Index Page:
http://www.matronics.com/photoshare
**************************
*** List Archive CDROM ***
**************************
A complete Matronics Email List Archive CD is available that contains
all of the archives since the beginning of each of the Lists. The archives
for all of the Lists are included on the CD along with a freeware search
engine written by a list member. The CD is burned the day you order it
and will contain archive received up to the last minute. They make
great gifts!
http://www.matronics.com/ArchiveCDROM
**********************************
*** List Support Contributions ***
**********************************
The Matronics Lists are run *completely* through the support of it members.
You won't find any PopUpAds, flashing Banner ads, or any other form of
annoying commercialism on either the Email Messages or the List web pages
associated with the Matronics Email Lists. Every year during November
I run a low-key, low-pressure "Fund Raiser" where, throughout the month,
I ask List members to make a Contribution in any amount with which they
are comfortable.
I will often offer free gifts with certain contribution levels during the
Fund Raiser to increase the participation. The gifts are usually donated
by companies that are themselves List members.
Your Contributions go directly to supporting the operation of the Lists
including the high-speed, business-class Internet connection, server
system hardware and software upgrades, and to partially offset the many
many hours I spend running, maintaining, upgrading, and developing the
variety of services found here.
Generally Contributions range from $20 to $100 and are completely voluntary
and non-compulsory. I ask only that if person enjoys the Lists and obtains
value from them, that they make a Contribution of equal magnitude.
Contributions are accepted throughout the year, and if you've just
subscribed, feel free to make a Contribution when you've settled in.
The website for making SSL Secure Contributions is listed below. There are
a variety of payment methods including Visa and MasterCard, PayPal, and
sending a personal check.
If you enjoy and value the List, won't you make a Contribution today to
support its continued operation?
http://www.matronics.com/contributions
Thank you!
Matt Dralle
Email List Administrator
******************************************************************************
RV10-List Usage Guidelines
******************************************************************************
The following details the official Usage Guidelines for the RV10-List.
You are encouraged to read it carefully, and to abide by the rules therein.
Failure to use the RV10-List in the manner described below may result
in the removal of the subscribers from the List.
RV10-List Policy Statement
The purpose of the RV10-List is to provide a forum of discussion for
things related to this particular discussion group. The List's goals
are to serve as an information resource to its members; to deliver
high-quality content; to provide moral support; to foster camaraderie
among its members; and to support safe operation. Reaching these goals
requires the participation and cooperation of each and every member of
the List. To this end, the following guidelines have been established:
- Please keep all posts related to the List at some level. Do not submit
posts concerning computer viruses, urban legends, random humor, long
lost buddies' phone numbers, etc. etc.
- THINK carefully before you write. Ask yourself if your post will be
relevant to everyone. If you have to wonder about that, DON'T send it.
- Remember that your post will be included for posterity in an archive
that is growing in size at an extraordinary rate. Try to be concise and
terse in your posts. Avoid overly wordy and lengthy posts and
responses.
- Keep your signature brief. Please include your name, email address,
aircraft type/tail number, and geographic location. A short line
about where you are in the building process is also nice. Avoid
bulky signatures with character graphics; they consume unnecessary
space in the archive.
- DON'T post requests to the List for information when that info is
easily obtainable from other widely available sources. Consult the
web page or FAQ first.
- If you want to respond to a post, DO keep the "Subject:" line of
your response the same as that of the original post. This makes it
easy to find threads in the archive.
- When responding, NEVER quote the *entire* original post in your
response. DO use lines from the original post to help "tune in" the
reader to the topic at hand, but be selective. The impact that
quoting the entire original post has on the size of the archive
can not be overstated!
- When the poster asks you to respond to him/her personally, DO NOT
then go ahead and reply to the List. Be aware that clicking the
"reply" button on your mail package does not necessarily send your
response to the original poster. You might have to actively address
your response with the original poster's email address.
- DO NOT use the List to respond to a post unless you have something
to add that is relevant and has a broad appeal. "Way to go!", "I
agree", and "Congratulations" are all responses that are better sent
to the original poster directly, rather than to the List at large.
- When responding to others' posts, avoid the feeling that you need to
comment on every last point in their posts, unless you can truly
contribute something valuable.
- Feel free to disagree with other viewpoints, BUT keep your tone
polite and respectful. Don't make snide comments, personally attack
other listers, or take the moral high ground on an obviously
controversial issue. This will only cause a pointless debate that
will hurt feelings, waste bandwidth and resolve nothing.
- Occassional posts by vendors or individuals who are regularyly
subscribed to a given List are considered acceptable. Posts by
List members promoting their respective products or items for sale
should be of a friendly, informal nature, and should not resemble
a typical SPAM message. The List isn't about commercialism, but
is about sharing information and knowledge. This applies to
everyone, including those who provide products to the entire
community. Informal presentation and moderation should be the
operatives with respect to advertising on the Lists.
-------
[This is an automated posting.]
do not archive
Message 23
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| Subject: | Official RV10-List Usage Guidelines |
Dear Listers,
Please read over the RV10-List Usage Guidelines below. The complete
RV10-List FAQ including these Usage Guidelines can be found at the
following URL:
http://www.matronics.com/FAQs/RV10-List.FAQ.html
Thank you,
Matt Dralle
Matronics Email List Administrator
******************************************************************************
RV10-List Usage Guidelines
******************************************************************************
The following details the official Usage Guidelines for the RV10-List.
You are encouraged to read it carefully, and to abide by the rules therein.
Failure to use the RV10-List in the manner described below may result
in the removal of the subscribers from the List.
RV10-List Policy Statement
The purpose of the RV10-List is to provide a forum of discussion for
things related to this particular discussion group. The List's goals
are to serve as an information resource to its members; to deliver
high-quality content; to provide moral support; to foster camaraderie
among its members; and to support safe operation. Reaching these goals
requires the participation and cooperation of each and every member of
the List. To this end, the following guidelines have been established:
- Please keep all posts related to the List at some level. Do not submit
posts concerning computer viruses, urban legends, random humor, long
lost buddies' phone numbers, etc. etc.
- THINK carefully before you write. Ask yourself if your post will be
relevant to everyone. If you have to wonder about that, DON'T send it.
- Remember that your post will be included for posterity in an archive
that is growing in size at an extraordinary rate. Try to be concise and
terse in your posts. Avoid overly wordy and lengthy posts and
responses.
- Keep your signature brief. Please include your name, email address,
aircraft type/tail number, and geographic location. A short line
about where you are in the building process is also nice. Avoid
bulky signatures with character graphics; they consume unnecessary
space in the archive.
- DON'T post requests to the List for information when that info is
easily obtainable from other widely available sources. Consult the
web page or FAQ first.
- If you want to respond to a post, DO keep the "Subject:" line of
your response the same as that of the original post. This makes it
easy to find threads in the archive.
- When responding, NEVER quote the *entire* original post in your
response. DO use lines from the original post to help "tune in" the
reader to the topic at hand, but be selective. The impact that
quoting the entire original post has on the size of the archive
can not be overstated!
- When the poster asks you to respond to him/her personally, DO NOT
then go ahead and reply to the List. Be aware that clicking the
"reply" button on your mail package does not necessarily send your
response to the original poster. You might have to actively address
your response with the original poster's email address.
- DO NOT use the List to respond to a post unless you have something
to add that is relevant and has a broad appeal. "Way to go!", "I
agree", and "Congratulations" are all responses that are better sent
to the original poster directly, rather than to the List at large.
- When responding to others' posts, avoid the feeling that you need to
comment on every last point in their posts, unless you can truly
contribute something valuable.
- Feel free to disagree with other viewpoints, BUT keep your tone
polite and respectful. Don't make snide comments, personally attack
other listers, or take the moral high ground on an obviously
controversial issue. This will only cause a pointless debate that
will hurt feelings, waste bandwidth and resolve nothing.
- Occassional posts by vendors or individuals who are regularyly
subscribed to a given List are considered acceptable. Posts by
List members promoting their respective products or items for sale
should be of a friendly, informal nature, and should not resemble
a typical SPAM message. The List isn't about commercialism, but
is about sharing information and knowledge. This applies to
everyone, including those who provide products to the entire
community. Informal presentation and moderation should be the
operatives with respect to advertising on the Lists.
-------
[This is an automated posting.]
do not archive
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