Today's Message Index:
----------------------
1. 06:17 AM - Re: Re: Filtered Air Box - FAB (Filtered air BITC..... (John Cox)
2. 06:25 AM - Re: Re: Filtered Air Box - FAB (Filtered air BITC..... (John Cox)
3. 06:34 AM - Re: James Aircraft wheel pants (Barry Marz)
4. 06:34 AM - Re: Re: Fuel injection servo attachment - concerned ? (Bob and Karen Brown)
5. 08:22 AM - Re: Fuel injection servo attachment - concerned ? (Michael Wellenzohn)
6. 08:34 AM - Re: Re: Fuel injection servo attachment - concerned ? (Don McDonald)
7. 09:34 AM - Re: Fuel injection servo attachment - concerned ? (AirMike)
8. 12:14 PM - Oil Recommendations (jason.kreidler@regalbeloit.com)
9. 12:18 PM - Leaning For Taxi (jason.kreidler@regalbeloit.com)
10. 12:38 PM - Re: Oil Recommendations (Rene Felker)
11. 12:41 PM - Re: Leaning For Taxi (Rene Felker)
12. 12:47 PM - Re: Oil Recommendations (Tim Olson)
13. 12:51 PM - Re: Leaning For Taxi (Tim Olson)
14. 01:37 PM - Re: Leaning For Taxi (McGANN, Ron)
15. 01:49 PM - Re: Leaning For Taxi (Fred Williams, M.D.)
16. 02:00 PM - Re: Leaning For Taxi (Kelly McMullen)
17. 02:17 PM - Re: Leaning For Taxi (Tim Olson)
18. 02:32 PM - Re: Leaning For Taxi (Patrick Thyssen)
19. 03:19 PM - Re: Re: Fuel injection servo attachment - concerned ? (John Cox)
20. 04:07 PM - Re: Leaning For Taxi (linn)
21. 04:39 PM - Countersinking Fiberglas (Les Kearney)
22. 05:36 PM - W&B envelope program/spreadsheet (Deems Davis)
23. 06:27 PM - Re: W&B envelope program/spreadsheet (Kelly McMullen)
24. 06:42 PM - Re: W&B envelope program/spreadsheet (Rene)
25. 07:38 PM - Re: W&B envelope program/spreadsheet (Bob and Karen Brown)
26. 07:38 PM - Re: Leaning For Taxi (Kelly McMullen)
27. 07:56 PM - Re: Leaning For Taxi (Tim Olson)
28. 08:12 PM - Re: Leaning For Taxi (linn)
Message 1
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| Subject: | Re: Filtered Air Box - FAB (Filtered air BITC..... |
No flames intended but a lot of information exists to supporting its reduct
ion. Look for Fred Moreno's five part series "Homebuilt Aircraft Drag Redu
ction = January 2009. Part One is a pdf file of 1.06 mb. Pages 13,14 &1
5 address the consequences of casual cooling air & leakage air flows, baffl
e material, plenums,etc. Ideal case = no leaks. Interesting counter poin
t.
Mike, contact me off list. Not interested in flaming, jousting or tying up
Matt's wonderful list or I would have attached it.
John Cox
From: AirMike
Sent: Wed 3/4/2009 2:38 PM
Subject: RV10-List: Re: Filtered Air Box - FAB (Filtered air BITC.....
Any suggestions on fitting the baffle seal between the FAB & the inlet?
--------
OSH '08 or Bust (busted) be there in "09
Q/B Kit - wiring and FWF
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=233230#233230
Message 2
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| Subject: | Re: Filtered Air Box - FAB (Filtered air BITC..... |
Fred's other four parts were
Two - Reduced cooling leakage/drag for already flying aircraft
Three - Reduced airframe drag for already flying aircraft
Four - Advanced methods for reducing cooling drag in aircraft still under c
onstruction.
Five - Advanced methods for reducing airframe drag in aircraft still under
construction.
See you at Osh '09
John
From: AirMike
Sent: Wed 3/4/2009 2:38 PM
Subject: RV10-List: Re: Filtered Air Box - FAB (Filtered air BITC.....
Any suggestions on fitting the baffle seal between the FAB & the inlet?
--------
OSH '08 or Bust (busted) be there in "09
Q/B Kit - wiring and FWF
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=233230#233230
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| Subject: | RE: James Aircraft wheel pants |
I have Sam's main wheel pants, cowls, and plenum. His parts are nice
to work with, fit well and have minimal pin holes. The wheel pants
are not as oval around the tire as Vans, so I used the stock axle
extension cut down a little. I have 100 hrs on the set up now with no
problems, and will do some speed runs to see what I get at different
power settings. I have done a few trips and at 7000'-9000' @ 23/2300
I get 170 kt TAS @ 14.5 gal rich of peak. Blue Skys
Barry Marz
18735 Baseleg AVE.
FT. Myers, Fl 33917
239-567-2271
blalmarz@embarqmail.com
Message 4
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| Subject: | Re: Fuel injection servo attachment - concerned ? |
Remember that it's really not a big deal to drill a bolt, either the head or
the threaded end. There are jigs out there to help you do it (Avery or
Cleveland), or if you're a welder, you can make a jig. I have purchased
many bolts for things like FAB's from a nearby farm supply store, some of
them maintain excellent selections (lengths and diameters) of grade 5 and
grade 8 bolts and various lock washers. All the attachments to my FAB on my
plane are safetied...although there are also some shop side rivet heads that
could conceivable break off and get sucked in. The reality though is, that
isn't the cause of very many accidents that I'm aware of. Good luck in your
search. BTW, I hate tab washers...and have broken many tabs at installation
over the years...which doesn't inspire much confidence in them for me.
-----Original Message-----
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of AirMike
Sent: Wednesday, March 04, 2009 10:26 PM
Subject: RV10-List: Re: Fuel injection servo attachment - concerned ?
My FWF kit that I picked up approx August '07 has these plain 1/2" long
1/4x20 bolts. They use this "tab/washer arrangement" to secure the bolts in
place. I consider this a poor solution and potentially dangerous giving you
four more pieces of steel in the FAB.
I may have located the drilled 1/4 x 20 bolts at Spencer Aircraft in
Washington State.
--------
OSH '08 or Bust (busted) be there in "09
Q/B Kit - wiring and FWF
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=233298#233298
Message 5
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| Subject: | Re: Fuel injection servo attachment - concerned ? |
Interesting explanations on locking methods:
http://www.roymech.co.uk/Useful_Tables/Screws/Locking.html
Michael
--------
RV-10 builder (engine, prop, finishing)
#511
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=233357#233357
Message 6
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| Subject: | Re: Fuel injection servo attachment - concerned ? |
Without the cost of a special jig, just purchase several center drills.-
Used in the machinists arean a lot.- They come in several sizes.- I use
them for starting lot's of holes because they don't wander.... and I just
finished drilling a bolt that I needed that was just a little longer than t
he pre-drilled bolt I had... no problem.
Don McDonald
--- On Thu, 3/5/09, Bob and Karen Brown <bkbrown@minetfiber.com> wrote:
From: Bob and Karen Brown <bkbrown@minetfiber.com>
Subject: RE: RV10-List: Re: Fuel injection servo attachment - concerned ?
com>
Remember that it's really not a big deal to drill a bolt, either the head o
r
the threaded end.- There are jigs out there to help you do it (Avery or
Cleveland), or if you're a welder, you can make a jig.- I have purchased
many bolts for things like FAB's from a nearby farm supply store, some of
them maintain excellent selections (lengths and diameters) of grade 5 and
grade 8 bolts and various lock washers.- All the attachments to my FAB on
my
plane are safetied...although there are also some shop side rivet heads tha
t
could conceivable break off and get sucked in.- The reality though is, th
at
isn't the cause of very many accidents that I'm aware of.- Good luck in y
our
search.- BTW, I hate tab washers...and have broken many tabs at installat
ion
over the years...which doesn't inspire much confidence in them for me.
-----Original Message-----
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of AirMike
Sent: Wednesday, March 04, 2009 10:26 PM
Subject: RV10-List: Re: Fuel injection servo attachment - concerned ?
My FWF kit that I picked up approx---August '07 has these plain 1/2"
long
1/4x20 bolts. They use this "tab/washer arrangement" to secure the bolts in
place. I consider this a poor solution and potentially dangerous giving you
four more pieces of steel in the FAB.
I may have located the drilled 1/4 x 20 bolts at Spencer Aircraft in
Washington State.
--------
OSH '08 or Bust (busted) be there in "09
Q/B Kit - wiring and FWF
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=233298#233298
le, List Admin.
=0A=0A=0A
Message 7
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| Subject: | Re: Fuel injection servo attachment - concerned ? |
I spoke to Vans this morning.
Apparently I had the FAB installation kit with bag 939-1. This kit was delivered
in August of 2007.
Bag 939-1 has been superseded by bag 939-2 with 1/4x20 bolts that are DRILLED.
Vans does not show this item in their on-line catalog and I was unable to find
these drilled bolts anywhere else. I would urge anyone using the tabs to replace
them with the drilled and safety wired bolts. The tabs are only supposed to
be used once and could work harden and break off if used twice
--------
OSH '08 or Bust (busted) be there in "09
Q/B Kit - wiring and FWF
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=233365#233365
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| Subject: | Oil Recommendations |
We are trying to figure out what brand oil to run our engine on. Is one
brand better than the next for any particular reason, or is it a Coke,
Pepsi sort of thing? I would appreciate any reasons anyone has for
selecting one brand over the other, other than just brand recognition.
Also, does it matter for break in versus remaining engine life (oil type
aside).
Hopefully this doesn't turn into a primer war, but I can imagine it might.
I dug through the archives with no joy.
Just getting ready to dump in oil and fire it up!!
Thanks, Jason Kreidler
#40617 N44YH
Sheboygan Falls, WI
(4) Partner Build
Jason Kreidler
Kyle Hokel
Tony Kolar
Wayne Elsner
Message 9
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| Subject: | Leaning For Taxi |
We started writing out checklists (POH) and have noticed that a few
samples have the operator lean the engine after start and before taxi.
What are the reasons for leaning during taxi? Upsides, downsides? Is
this just a fuel savings measure, does it prevent fouling?
Just getting ready to dump in oil and fire it up!!
Thanks, Jason Kreidler
#40617 N44YH
Sheboygan Falls, WI
(4) Partner Build
Jason Kreidler
Kyle Hokel
Tony Kolar
Wayne Elsner
Message 10
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| Subject: | Oil Recommendations |
By recommendation of my engine re-builder and A&P. I use Aeroshell. For
break in I used straight mineral oil, 100. After break in, I went to 10w50.
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
jason.kreidler@regalbeloit.com
Sent: Thursday, March 05, 2009 1:12 PM
Subject: RV10-List: Oil Recommendations
We are trying to figure out what brand oil to run our engine on. Is one
brand better than the next for any particular reason, or is it a Coke, Pepsi
sort of thing? I would appreciate any reasons anyone has for selecting one
brand over the other, other than just brand recognition. Also, does it
matter for break in versus remaining engine life (oil type aside).
Hopefully this doesn't turn into a primer war, but I can imagine it might.
I dug through the archives with no joy.
Just getting ready to dump in oil and fire it up!!
Thanks, Jason Kreidler
#40617 N44YH
Sheboygan Falls, WI
(4) Partner Build
Jason Kreidler
Kyle Hokel
Tony Kolar
Wayne Elsner
Message 11
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| Subject: | Leaning For Taxi |
I operate out of Ogden UT ~4500 feet. Need to lean for takeoff and the
plugs will foul during the taxi if I don't. With the new engine (before
first flight) I could not get from the hanger to the runup area without a
little fouling. But, other than the first flight, it was manageable.
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
jason.kreidler@regalbeloit.com
Sent: Thursday, March 05, 2009 1:16 PM
Subject: RV10-List: Leaning For Taxi
We started writing out checklists (POH) and have noticed that a few samples
have the operator lean the engine after start and before taxi. What are the
reasons for leaning during taxi? Upsides, downsides? Is this just a fuel
savings measure, does it prevent fouling?
Just getting ready to dump in oil and fire it up!!
Thanks, Jason Kreidler
#40617 N44YH
Sheboygan Falls, WI
(4) Partner Build
Jason Kreidler
Kyle Hokel
Tony Kolar
Wayne Elsner
Message 12
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| Subject: | Re: Oil Recommendations |
Jason,
Now that you're about to be flying, it might be a good time
to open a subscription to Aviation Consumer. You can then
also go and look at all back articles on the web. They
basically are currently saying that the best corrosion
protection and deal on oil right now is Philips X/C 20-50,
plus Camguard. You can use Philips from the start, and then
after about 50 hours you can start using Camguard.
I still have a pile of Exxon Elite on hand so I'll be using
that for a while, but still using Camguard as an additive.
They have reviewed Camguard and oils a couple times in the
last year or two.
Tim Olson - RV-10 N104CD - Flying
do not archive
jason.kreidler@regalbeloit.com wrote:
>
> We are trying to figure out what brand oil to run our engine on. Is one
> brand better than the next for any particular reason, or is it a Coke,
> Pepsi sort of thing? I would appreciate any reasons anyone has for
> selecting one brand over the other, other than just brand recognition.
> Also, does it matter for break in versus remaining engine life (oil
> type aside).
>
> Hopefully this doesn't turn into a primer war, but I can imagine it
> might. I dug through the archives with no joy.
>
> Just getting ready to dump in oil and fire it up!!
>
> Thanks, Jason Kreidler
>
> #40617 N44YH
> Sheboygan Falls, WI
> (4) Partner Build
> Jason Kreidler
> Kyle Hokel
> Tony Kolar
> Wayne Elsner
>
Message 13
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| Subject: | Re: Leaning For Taxi |
You will foul your plugs real bad if you run anything over
what's necessary to run the engine while on the ground.
So, the fix is lean real aggressively. So far that you
can't even get 2000RPM out of it during taxi. If
you do this, you won't forget to richen it before
takeoff (also if you use your checklist), because
the engine will just bog if you add throttle.
So it's just for keeping your plugs clean (and it
saves fuel as a bonus) while running at lower power.
Plugs won't foul so easily once you add power.
Tim Olson - RV-10 N104CD - Flying
jason.kreidler@regalbeloit.com wrote:
>
> We started writing out checklists (POH) and have noticed that a few
> samples have the operator lean the engine after start and before taxi.
> What are the reasons for leaning during taxi? Upsides, downsides? Is
> this just a fuel savings measure, does it prevent fouling?
>
> Just getting ready to dump in oil and fire it up!!
>
> Thanks, Jason Kreidler
>
> #40617 N44YH
> Sheboygan Falls, WI
> (4) Partner Build
> Jason Kreidler
> Kyle Hokel
> Tony Kolar
> Wayne Elsner
>
> *
Message 14
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| Subject: | Leaning For Taxi |
This is an intriguing thread. I've never heard of leaning during taxi.
(A sheltered life I guess!) Looking forward to some more opinions on
this one - will be doing some taxi tests this weekend and bedding the
brakes.
Now VH-XRM on the Australian register. No longer a kit!!
Cheers,
Ron - can almost taste it!!
-----Original Message-----
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Tim Olson
Sent: Friday, 6 March 2009 7:21 AM
Subject: Re: RV10-List: Leaning For Taxi
You will foul your plugs real bad if you run anything over what's
necessary to run the engine while on the ground.
So, the fix is lean real aggressively. So far that you can't even get
2000RPM out of it during taxi. If you do this, you won't forget to
richen it before takeoff (also if you use your checklist), because the
engine will just bog if you add throttle.
So it's just for keeping your plugs clean (and it saves fuel as a bonus)
while running at lower power.
Plugs won't foul so easily once you add power.
Tim Olson - RV-10 N104CD - Flying
jason.kreidler@regalbeloit.com wrote:
>
> We started writing out checklists (POH) and have noticed that a few
> samples have the operator lean the engine after start and before taxi.
> What are the reasons for leaning during taxi? Upsides, downsides?
> Is this just a fuel savings measure, does it prevent fouling?
>
> Just getting ready to dump in oil and fire it up!!
>
> Thanks, Jason Kreidler
>
> #40617 N44YH
> Sheboygan Falls, WI
> (4) Partner Build
> Jason Kreidler
> Kyle Hokel
> Tony Kolar
> Wayne Elsner
>
> *
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Message 15
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| Subject: | Re: Leaning For Taxi |
Jason;
Just pulled my plugs and cleaned them at 80 hrs because I didn't lean on
the ground. Another lesson learned. Started having asymmetrical mag
drops. As the other posts have said. Lean out aggressively once you
get the engine started.
Let us know when you fire it up!
Dr Fred.
jason.kreidler@regalbeloit.com wrote:
>
> We started writing out checklists (POH) and have noticed that a few
> samples have the operator lean the engine after start and before taxi.
> What are the reasons for leaning during taxi? Upsides, downsides?
> Is this just a fuel savings measure, does it prevent fouling?
>
> Just getting ready to dump in oil and fire it up!!
>
> Thanks, Jason Kreidler
>
> #40617 N44YH
> Sheboygan Falls, WI
> (4) Partner Build
> Jason Kreidler
> Kyle Hokel
> Tony Kolar
> Wayne Elsner
> *
>
>
> *
Message 16
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| Subject: | Re: Leaning For Taxi |
The safe way to do it with any aircraft engine is lean till the engine
almost quits while you are taxiing. That way any advance of the
throttle will make the engine stumble, so you don't forget as you take
the runway.
On Thu, Mar 5, 2009 at 2:47 PM, Fred Williams, M.D.
<drfred@suddenlinkmail.com> wrote:
> <drfred@suddenlinkmail.com>
>
>
> Jason;
>
> Just pulled my plugs and cleaned them at 80 hrs because I didn't lean on the
> ground. Another lesson learned. Started having asymmetrical mag drops. As
> the other posts have said. Lean out aggressively once you get the engine
> started.
> Let us know when you fire it up!
> Dr Fred.
>
>
> jason.kreidler@regalbeloit.com wrote:
>>
>> We started writing out checklists (POH) and have noticed that a few
>> samples have the operator lean the engine after start and before taxi. What
>> are the reasons for leaning during taxi? Upsides, downsides? Is this just
>> a fuel savings measure, does it prevent fouling?
>>
>> Just getting ready to dump in oil and fire it up!!
>>
>> Thanks, Jason Kreidler
>>
>> #40617 N44YH
>> Sheboygan Falls, WI
>> (4) Partner Build
>> Jason Kreidler
>> Kyle Hokel
>> Tony Kolar
>> Wayne Elsner
>> *
>>
>>
>> *
>
>
Message 17
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| Subject: | Re: Leaning For Taxi |
That sounds familiar. :)
Also, another step that helps with the plugs that I've heard
over the years is that before you shut the engine down, you should
run it up to at least 1200RPM (or was it 1800?) for about 15-20
seconds while leaning it as far as possible...trying to get
the EGT's back up a bit and burn off any lead right before
you kill the engine. Then power down to idle, lean to cut-off,
and that helps keep things clean too.
Tim Olson - RV-10 N104CD - Flying
Kelly McMullen wrote:
>
> The safe way to do it with any aircraft engine is lean till the engine
> almost quits while you are taxiing. That way any advance of the
> throttle will make the engine stumble, so you don't forget as you take
> the runway.
>
> On Thu, Mar 5, 2009 at 2:47 PM, Fred Williams, M.D.
> <drfred@suddenlinkmail.com> wrote:
>> <drfred@suddenlinkmail.com>
>>
>>
>> Jason;
>>
>> Just pulled my plugs and cleaned them at 80 hrs because I didn't lean on the
>> ground. Another lesson learned. Started having asymmetrical mag drops. As
>> the other posts have said. Lean out aggressively once you get the engine
>> started.
>> Let us know when you fire it up!
>> Dr Fred.
>>
>>
>> jason.kreidler@regalbeloit.com wrote:
>>> We started writing out checklists (POH) and have noticed that a few
>>> samples have the operator lean the engine after start and before taxi. What
>>> are the reasons for leaning during taxi? Upsides, downsides? Is this just
>>> a fuel savings measure, does it prevent fouling?
>>>
>>> Just getting ready to dump in oil and fire it up!!
>>>
>>> Thanks, Jason Kreidler
>>>
>>> #40617 N44YH
>>> Sheboygan Falls, WI
>>> (4) Partner Build
>>> Jason Kreidler
>>> Kyle Hokel
>>> Tony Kolar
>>> Wayne Elsner
>>> *
>>>
>>>
>>> *
>>
>>
>>
>>
>>
>
>
>
>
>
Message 18
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| Subject: | Leaning For Taxi |
Did everyone forget about running their engine at 1100-1200 rpm on the grou
nd?
Tell them why Tim.
Patrick Thyssen
One day I- will fly.
--- On Thu, 3/5/09, McGANN, Ron <ron.mcgann@baesystems.com> wrote:
From: McGANN, Ron <ron.mcgann@baesystems.com>
Subject: RE: RV10-List: Leaning For Taxi
<ron.mcgann@baesystems.com>
This is an intriguing thread. I've never heard of leaning during taxi.
(A sheltered life I guess!) Looking forward to some more opinions on
this one - will be doing some taxi tests this weekend and bedding the
brakes.
Now VH-XRM on the Australian register. No longer a kit!!
Cheers,
Ron - can almost taste it!!
-----Original Message-----
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Tim Olson
Sent: Friday, 6 March 2009 7:21 AM
Subject: Re: RV10-List: Leaning For Taxi
You will foul your plugs real bad if you run anything over what's
necessary to run the engine while on the ground.
So, the fix is lean real aggressively. So far that you can't even get
2000RPM out of it during taxi. If you do this, you won't forget to
richen it before takeoff (also if you use your checklist), because the
engine will just bog if you add throttle.
So it's just for keeping your plugs clean (and it saves fuel as a bonus)
while running at lower power.
Plugs won't foul so easily once you add power.
Tim Olson - RV-10 N104CD - Flying
jason.kreidler@regalbeloit.com wrote:
>
> We started writing out checklists (POH) and have noticed that a few
> samples have the operator lean the engine after start and before taxi.
> What are the reasons for leaning during taxi? Upsides, downsides?
> Is this just a fuel savings measure, does it prevent fouling?
>
> Just getting ready to dump in oil and fire it up!!
>
> Thanks, Jason Kreidler
>
> #40617 N44YH
> Sheboygan Falls, WI
> (4) Partner Build
> Jason Kreidler
> Kyle Hokel
> Tony Kolar
> Wayne Elsner
>
> *
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| Subject: | Re: Fuel injection servo attachment - concerned ? |
An exceptional reference with one small footnote. Nylocs have a max
temperature range and should be used judiciously around the FWF
application or near brake cylinders and M5606. Heat will cause a loss
of locking capability at your worst time. Other nuts meet that higher
temperature requirement.
To that I add, every builder is the manufacturer, they set their
standard on their experiment and they know best!
John
-----Original Message-----
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Michael
Wellenzohn
Sent: Thursday, March 05, 2009 8:21 AM
Subject: RV10-List: Re: Fuel injection servo attachment - concerned ?
<rv-10@wellenzohn.net>
Interesting explanations on locking methods:
http://www.roymech.co.uk/Useful_Tables/Screws/Locking.html
Michael
--------
RV-10 builder (engine, prop, finishing)
#511
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=233357#233357
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| Subject: | Re: Leaning For Taxi |
And if you still have a problem with fouling plugs put REM 39s in the
lower holes.
Linn
Tim Olson wrote:
>
> That sounds familiar. :)
>
> Also, another step that helps with the plugs that I've heard
> over the years is that before you shut the engine down, you should
> run it up to at least 1200RPM (or was it 1800?) for about 15-20
> seconds while leaning it as far as possible...trying to get
> the EGT's back up a bit and burn off any lead right before
> you kill the engine. Then power down to idle, lean to cut-off,
> and that helps keep things clean too.
>
> Tim Olson - RV-10 N104CD - Flying
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| Subject: | Countersinking Fiberglas |
Steve / Dr Fred
Thanks for all the info on the AA panel & console. They are invaluable given
that I am a FG neophyte.
Cheers
Les Kearney
#40643
-----Original Message-----
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Steve
Sent: March-04-09 12:03 PM
Subject: RE: RV10-List: Countersinking Fiberglas
Les,
If you are still looking for information on installing the radios see the
attached file.
Steve
-----Original Message-----
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Les Kearney
Sent: Monday, March 02, 2009 8:50 PM
Subject: RE: RV10-List: Countersinking Fiberglas
Hi Fred
Thanks for the PIX. I think I have an idea as to how you made things work.
If you have a copy of Tony's instructions that would be great. Unfortunately
I wasn't able to get a copy or speak to Tony about how things should go
together...
Cheers
Les
-----Original Message-----
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Fred Williams,
M.D.
Sent: March-02-09 9:24 PM
Subject: Re: RV10-List: Countersinking Fiberglas
<drfred@suddenlinkmail.com>
Les;
I up loaded some panel pics. I hope it will help some. I did use the
accuracy avionics panel. If you will look closely at the rear panel
picture dated 5/13/08 you can see the aluminum rails that I used to
mount the stack. If you look under the stack you see a couple of boards
that the panel is resting on. These are two layers of MDF that I cut to
the exact size of the radio stack. I then inserted them through the
opening of my center cut out and used them as the parallel and
reference to get the two aluminum rails in place. I don't specifically
remember how I attached the rails, but I remember trimming them to just
fit flush and up behind the fiberglass of the panel and epoxying them in
place. If I remember correctly, I used the corner screw holes to help
hold the rails in place. I also put plate nuts on the rails to hold
the exterior screws.
http://picasaweb.google.com/drfredparis/PanelPics?feat=directlink
Then, Tony's directions on taping the frames together lets you drill
into the sides of the aluminum angles and drill and tap for the screws
that hold the radio frames to the panel. If you don't have a copy of
Tony's directions, let me know and I can dig mine up for you.
Regarding the weight on the screws issue. I really just wanted you to
be aware of what I have seen. There are a lot of screws across there to
hold the weight. Also, for me, I covered the panel and console with a
layer of carbon fiber. That should be worth about 4 layers of
fiberglass. I know I have put a lot of weight on the console when I
have been panel diving to fix small issues and hook things up.
Also, I don't think I would have put the center console in if I had a
choice again. It is very difficult to work around and limits access to
the tunnel for maintenance.
I looks good and is functional. It also takes up some lateral knee room
on long flights.
Fred
Message 22
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| Subject: | W&B envelope program/spreadsheet |
Does anyone know of or have access to a Weight and Balance CG program
that incorporates a graphic 'envelope' to depict the ranges? I saw one
that TDT posted, but it's password protected.
Deems Davis # 406
'Its all done....Its just not put together'
http://deemsrv10.com/
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| Subject: | Re: W&B envelope program/spreadsheet |
I can give you one designed for a Mooney, but you can change to
identify the 4 corners of the envelope and most anything else, as it
is just an Excel spreadsheet using its graphing and linked formula
stuff.
On Thu, Mar 5, 2009 at 6:26 PM, Deems Davis <deemsdavis@cox.net> wrote:
>
> Does anyone know of or have access to a Weight and Balance CG program that
> incorporates a graphic 'envelope' to depict the ranges? I saw one that TDT
> posted, but it's password protected.
>
> Deems Davis # 406
> 'Its all done....Its just not put together'
> http://deemsrv10.com/
>
>
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| Subject: | W&B envelope program/spreadsheet |
Here is mine. I will give anyone who wants the code. I am not sure I
really finished it........
http://www.hillflyingclub.com/n423cf/n423cf.htm
Rene'
801-721-6080
-----Original Message-----
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Deems Davis
Sent: Thursday, March 05, 2009 6:27 PM
Subject: RV10-List: W&B envelope program/spreadsheet
Does anyone know of or have access to a Weight and Balance CG program
that incorporates a graphic 'envelope' to depict the ranges? I saw one
that TDT posted, but it's password protected.
Deems Davis # 406
'Its all done....Its just not put together'
http://deemsrv10.com/
Message 25
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| Subject: | W&B envelope program/spreadsheet |
Doesn't Rob Hickman include something like that on his EFIS?
-----Original Message-----
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Deems Davis
Sent: Thursday, March 05, 2009 5:27 PM
Subject: RV10-List: W&B envelope program/spreadsheet
Does anyone know of or have access to a Weight and Balance CG program
that incorporates a graphic 'envelope' to depict the ranges? I saw one
that TDT posted, but it's password protected.
Deems Davis # 406
'Its all done....Its just not put together'
http://deemsrv10.com/
Message 26
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| Subject: | Re: Leaning For Taxi |
Don't think I have seen such an animal. Champion doesn't list such a
heat range. REM38E is the recommended, REM40E is okay. They don't
mention for the Comanche 260(same engine as RV-10) the REM37BY extended
nose plug, which I know is approved for the same cylinders in the O-360
and IO-360. Other than fine wire plugs, it would be the most resistant
to fouling.
linn wrote:
>
> And if you still have a problem with fouling plugs put *REM 39s* in
> the lower holes.
> Linn
>
> Tim Olson wrote:
>>
>> That sounds familiar. :)
>>
>> Also, another step that helps with the plugs that I've heard
>> over the years is that before you shut the engine down, you should
>> run it up to at least 1200RPM (or was it 1800?) for about 15-20
>> seconds while leaning it as far as possible...trying to get
>> the EGT's back up a bit and burn off any lead right before
>> you kill the engine. Then power down to idle, lean to cut-off,
>> and that helps keep things clean too.
>>
>> Tim Olson - RV-10 N104CD - Flying
>
>
--
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| Subject: | Re: Leaning For Taxi |
I did switch to fine wires at something just under 200 hours.
They work well. The massive electrode ones ran well for me.
With aggressive leaning, I've never had to miss a takeoff for
fouled plugs. But, the fine wires stay cleaner. The others
were fine although they don't last as long.
Tim Olson - RV-10 N104CD - Flying
Kelly McMullen wrote:
>
> Don't think I have seen such an animal. Champion doesn't list such a
> heat range. REM38E is the recommended, REM40E is okay. They don't
> mention for the Comanche 260(same engine as RV-10) the REM37BY extended
> nose plug, which I know is approved for the same cylinders in the O-360
> and IO-360. Other than fine wire plugs, it would be the most resistant
> to fouling.
>
> linn wrote:
>>
>> And if you still have a problem with fouling plugs put *REM 39s* in
>> the lower holes.
>> Linn
>>
>> Tim Olson wrote:
>>>
>>> That sounds familiar. :)
>>>
>>> Also, another step that helps with the plugs that I've heard
>>> over the years is that before you shut the engine down, you should
>>> run it up to at least 1200RPM (or was it 1800?) for about 15-20
>>> seconds while leaning it as far as possible...trying to get
>>> the EGT's back up a bit and burn off any lead right before
>>> you kill the engine. Then power down to idle, lean to cut-off,
>>> and that helps keep things clean too.
>>>
>>> Tim Olson - RV-10 N104CD - Flying
>>
>>
>>
>>
>>
>
Message 28
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| Subject: | Re: Leaning For Taxi |
Thanks Kelly! My Alzheimer's must be getting worse. It's the REM37BY
that I was thinking of!!!!
Linn
do not archive.
Kelly McMullen wrote:
>
> Don't think I have seen such an animal. Champion doesn't list such a
> heat range. REM38E is the recommended, REM40E is okay. They don't
> mention for the Comanche 260(same engine as RV-10) the REM37BY
> extended nose plug, which I know is approved for the same cylinders in
> the O-360 and IO-360. Other than fine wire plugs, it would be the most
> resistant to fouling.
>
> linn wrote:
>>
>> And if you still have a problem with fouling plugs put *REM 39s* in
>> the lower holes.
>> Linn
>>
>> Tim Olson wrote:
>>>
>>> That sounds familiar. :)
>>>
>>> Also, another step that helps with the plugs that I've heard
>>> over the years is that before you shut the engine down, you should
>>> run it up to at least 1200RPM (or was it 1800?) for about 15-20
>>> seconds while leaning it as far as possible...trying to get
>>> the EGT's back up a bit and burn off any lead right before
>>> you kill the engine. Then power down to idle, lean to cut-off,
>>> and that helps keep things clean too.
>>>
>>> Tim Olson - RV-10 N104CD - Flying
>>
>>
>>
>>
>>
>
> ------------------------------------------------------------------------
>
>
> Checked by AVG - www.avg.com
>
>
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