Today's Message Index:
----------------------
1. 04:16 AM - Re: Re: don't buy baffle fasteners (Neal George)
2. 04:44 AM - Re: Re: Oil door hidden hinge (Patrick Thyssen)
3. 04:48 AM - Re: Re: don't buy baffle fasteners (Patrick Thyssen)
4. 05:17 AM - Leaky Matco Brake (AirMike)
5. 05:25 AM - Re: How long to build an RV10 (jkreidler)
6. 05:29 AM - Re: Leaky Matco Brake (Linn Walters)
7. 05:29 AM - Re: Oil door hidden hinge (AirMike)
8. 05:30 AM - Re: Leaky Matco Brake (Kelly McMullen)
9. 05:44 AM - Re: Leaky Matco Brake (David McNeill)
10. 07:02 AM - Departure from controlled flight (Miller John)
11. 07:12 AM - Re: Departure from controlled flight (Rick Sked)
12. 07:20 AM - Static System (Perry, Phil)
13. 07:23 AM - Re: Departure from controlled flight (Miller John)
14. 07:26 AM - Re: Departure from controlled flight (Perry, Phil)
15. 07:30 AM - Re: Static System (Condrey, Bob (US SSA))
16. 07:43 AM - Re: Static System (Kelly McMullen)
17. 07:49 AM - Re: Static System (Perry, Phil)
18. 07:50 AM - Re: Static System (Perry, Phil)
19. 08:10 AM - Re: Departure from controlled flight (Deems Davis)
20. 09:01 AM - Re: VA-189 fuel servo inlet hose fitting question (jayb)
21. 09:03 AM - Re: extra air seal fabric? (Jim Berry)
22. 09:36 AM - Re: Fuel Flow variations (Deems Davis)
23. 09:55 AM - Re: Fuel Flow variations (Linn Walters)
24. 10:12 AM - Re: Fuel Flow variations (Rene Felker)
25. 10:17 AM - Re: Fuel Flow variations (jkreidler)
26. 10:24 AM - Re: Fuel Flow variations (Deems Davis)
27. 10:37 AM - Re: Fuel Flow variations (Pascal)
28. 10:39 AM - Re: Fuel Flow variations (Condrey, Bob (US SSA))
29. 10:45 AM - Re: Fuel Flow variations (Linn Walters)
30. 10:46 AM - Re: Departure from controlled flight (jkreidler)
31. 11:14 AM - Re: Departure from controlled flight (Les Kearney)
32. 11:14 AM - Re: Fuel Flow variations (Tim Olson)
33. 12:18 PM - Re: Departure from controlled flight (jkreidler)
34. 02:48 PM - Re: Re: VA-189 fuel servo inlet hose fitting question (William Curtis)
35. 03:42 PM - Re: Fuel Flow variations (McGann, Ron)
36. 04:20 PM - Re: Re: Departure from controlled flight (Richard Gurley)
37. 04:20 PM - Re: Fuel Flow variations (David McNeill)
38. 04:20 PM - Re: Fuel Flow variations (gary)
39. 05:08 PM - Re: Fuel Flow variations (RobHickman@aol.com)
40. 05:21 PM - Re: Fuel Flow variations (Rick Sked)
41. 06:09 PM - Re: Departure from controlled flight (Miller John)
42. 06:21 PM - Re: Fuel Flow variations (Bob Turner)
43. 06:52 PM - Re: Re: Fuel Flow variations (McGann, Ron)
44. 07:14 PM - Re: Fuel Flow variations (Kelly McMullen)
45. 08:37 PM - Has anyone considered making their own propeller? (Andrew Johnson)
46. 08:52 PM - Cruise figures (Albert Gardner)
47. 09:12 PM - Re: Fuel Flow variations (robhickman@aol.com)
48. 09:52 PM - Re: Has anyone considered making their own propeller? (Deems Davis)
49. 11:22 PM - Re: Fuel Flow variations (Don McDonald)
Message 1
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| Subject: | Re: don't buy baffle fasteners |
Folks I know who play with horses call these things Chicago screws.
Try your local tack shop (or Google) for different lengths.
neal
-----Original Message-----
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of jayb
Sent: Sunday, August 16, 2009 11:06 PM
Subject: RV10-List: Re: don't buy baffle fasteners
1/4" length of both screw and collar. The collar threads don't start right
at the inner-most part where it's most needed. Very difficult to get the
screw to thread onto the collar. Thumbs down from me.
Jay
pitts_pilot(at)bellsouth. wrote:
> I've seen these work with the silicone seal material .... or maybe they
> were a longer version! How long is the collar on the one side.
> Linn
> do not archive
> jayb wrote:
>
Message 2
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| Subject: | Re: Oil door hidden hinge |
You might want to consider putting a couple of metal strips where the cam l
ock locks on the cowling due to the fact it will vibrate and wear away the
composite over time..
Just a thought.
Patrick Thyssen
flying when electrons let me.
--- On Sun, 8/16/09, jayb <jaybrinkmeyer@yahoo.com> wrote:
From: jayb <jaybrinkmeyer@yahoo.com>
Subject: RV10-List: Re: Oil door hidden hinge
Bill,
I cut a bit too much off on the inboard side also. It was pretty easy to ju
st glass what was needed back on... Not a big deal. I left a lip all the wa
y around. The door turned out nice. Be sure to reinforce the latch side cow
l lip as there's not a lot of grip area.
http://www.brinkmeyers.net/Photos/Aircraft/Engine/images/imag0095.jpg
Jay
MauleDriver(at)nc.rr.com wrote:
> Thanks for the pics.- Yes, I thought that's what I would be doing but
> I've already cut too big a hole and am planning a slightly larger door
> and door opening.- Note to self; cut a small hole then enlarge as more
> is learned.
>
> Nice site and pics.- Thanks!
>
> vankris wrote:
>
> >-
> >
> >- YOU shouldn't need to get into the honeycomb areas of the top cowl t
o attach a hidden hinge here is a link to some pictures I hope will help yo
u understand the process. http://ivankristensen.phanfare.com/2292606_426812
6#imageID=77306227
> >- This hidden hinge and the door latches are from Non Stop Aviation
> >
> >- Regards,
> >
> >- Ivan Kristensen
> >
> >- #40838
> >
> >- FF and wiring
> >
> >
> >
> >
> >- Read this topic online here:
> >
> >- http://forums.matronics.com/viewtopic.php?p 57821#257821
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >- -
> >
> >
>
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=258131#258131
le, List Admin.
Message 3
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| Subject: | Re: don't buy baffle fasteners |
-I buy mine from Ram aircraft in waco. Yes they are tough some time to pu
t on, but they work fine.
Patrick Thyssen
A&P
--- On Sun, 8/16/09, jayb <jaybrinkmeyer@yahoo.com> wrote:
From: jayb <jaybrinkmeyer@yahoo.com>
Subject: RV10-List: Re: don't buy baffle fasteners
1/4" length of both screw and collar. The collar threads don't start right
at the inner-most part where it's most needed. Very difficult to get the sc
rew to thread onto the collar. Thumbs down from me.
Jay
pitts_pilot(at)bellsouth. wrote:
> I've seen these work with the silicone seal material .... or maybe they
> were a longer version!- How long is the collar on the one side.
> Linn
> do not archive
> jayb wrote:
>
> >-
> >-
> >- These were a waste of money as the screws are much too short to fit
through both baffle and black seal material... Twice as long would have bee
n about right. Maybe they're useful elsewhere...
> >-
> >- http://www.aircraftspruce.com/catalog/appages/bafflefastener.php
> >-
> >-
> >-
> >-
> >- Read this topic online here:
> >-
> >- http://forums.matronics.com/viewtopic.php?p 57702#257702
> >-
> >-
> >-
> >-
> >-
> >-
> >-
> >-
> >-
> >-
> >-
> >
> >
>
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=258127#258127
le, List Admin.
Message 4
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| Subject: | Leaky Matco Brake |
I had a heck of a time with the Matco Brake last week. It seems that the threads
on the brass fitting that comes out of the brake itself have a wierd NPT fitting
that does not marry well to the AN fitting. It was still leaking after the
second time I sealed it. What a mess with hyro fluid all over the floor of the
Pilot side. Finally I took it off and using form-a-gasket #2 assembled it.
I cranked the heck out of the AN fitting on the vise and got it really tight.
Finally - no more hydro fluid dripping on my face and arms.
Advice - crank the AN fitting down really tight
--------
OSH '09 or Bust (busted) be there someday
Q/B Kit - end game
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=258149#258149
Message 5
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| Subject: | Re: How long to build an RV10 |
We used February 30th... The 29th comes every four years, and we didn't think
we could narrow down the date that close. I suppose you could also use April
31st, June 31st, September 31st, or November 31 take your pick.
One of the first questions we get from 'outsiders' is "How long did it take?".
We stopped tracking hour by hour July 2008, at that time we had in 2300 hours,
I think we easily topped 3000 hours, we did use a quick build.
This has been said before but anyone wanting to build an airplane to fly will be
very disappointed as to how long it takes. You need to enter this sort of project
for the joy of the build, and the idea that one day it will be done. Go
ahead and prove to all of the veterans, or repeat offenders just how much you
don't know about building and give an estimated completion date, or an estimate
of how long you have to go.
I heard somewhere that Steve R's last RV-10 took him 60 days, not sure if that
was QB or not, or how much help he had, but 60 days!! Sure wish he was still
around to answer.....
Enjoy every minute of the build, the highs and lows, after you are flying you might
just start to miss building. But don't take too long, these things are a
riot to fly!!
Jason Kreidler
N44YH - Flying
4 Partner Build - Sheboygan Falls, WI
Kyle Hokel, Tony Kolar, Wayne Elsner, Jason Kreidler
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=258150#258150
Message 6
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| Subject: | Re: Leaky Matco Brake |
Thanks for the heads up. Could the problem be a badly machined part?
Linn
AirMike wrote:
>
> I had a heck of a time with the Matco Brake last week. It seems that the threads
on the brass fitting that comes out of the brake itself have a wierd NPT fitting
that does not marry well to the AN fitting. It was still leaking after
the second time I sealed it. What a mess with hyro fluid all over the floor of
the Pilot side. Finally I took it off and using form-a-gasket #2 assembled it.
I cranked the heck out of the AN fitting on the vise and got it really tight.
Finally - no more hydro fluid dripping on my face and arms.
>
> Advice - crank the AN fitting down really tight
>
> --------
> OSH '09 or Bust (busted) be there someday
> Q/B Kit - end game
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=258149#258149
>
>
>
>
>
>
>
>
>
>
>
Message 7
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| Subject: | Re: Oil door hidden hinge |
Added some extra glass and a Z-bar stiffener and it seems to work well.
Should have taken the time for the 100% hidden door, but at least it is flush and
do not have the do-hickers sticking up.
--------
OSH '09 or Bust (busted) be there someday
Q/B Kit - end game
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=258152#258152
Attachments:
http://forums.matronics.com//files/pc250015_810.jpg
Message 8
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| Subject: | Re: Leaky Matco Brake |
Yes, the fitting into the caliper is pipe thread. No you should NOT need
excessive tightening on the AN flare fitting. Either the fitting or the
flare are likely to have a nick, causing the leak. Anytime a flare
fitting needs more than moderate tightening there is a problem. Tighter
is not better, and is likely to crack a tube flare.
Kelly
A&P
AirMike wrote:
>
> I had a heck of a time with the Matco Brake last week. It seems that the threads
on the brass fitting that comes out of the brake itself have a wierd NPT fitting
that does not marry well to the AN fitting. It was still leaking after
the second time I sealed it. What a mess with hyro fluid all over the floor of
the Pilot side. Finally I took it off and using form-a-gasket #2 assembled it.
I cranked the heck out of the AN fitting on the vise and got it really tight.
Finally - no more hydro fluid dripping on my face and arms.
>
> Advice - crank the AN fitting down really tight
>
> --------
> OSH '09 or Bust (busted) be there someday
> Q/B Kit - end game
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=258149#258149
>
>
>
>
>
>
>
>
>
>
Message 9
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| Subject: | Leaky Matco Brake |
When you bleed the brakes, be sure and compress the puck before bleeding
from the bottom and if you heat the tube to fit the brake valve nipple be
sure and have fluid to the top of the tube before connecting to the nipple.
-----Original Message-----
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of AirMike
Sent: Monday, August 17, 2009 5:14 AM
Subject: RV10-List: Leaky Matco Brake
I had a heck of a time with the Matco Brake last week. It seems that the
threads on the brass fitting that comes out of the brake itself have a wierd
NPT fitting that does not marry well to the AN fitting. It was still leaking
after the second time I sealed it. What a mess with hyro fluid all over the
floor of the Pilot side. Finally I took it off and using form-a-gasket #2
assembled it. I cranked the heck out of the AN fitting on the vise and got
it really tight. Finally - no more hydro fluid dripping on my face and arms.
Advice - crank the AN fitting down really tight
--------
OSH '09 or Bust (busted) be there someday Q/B Kit - end game
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=258149#258149
Message 10
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| Subject: | Departure from controlled flight |
For those who may not have understood the thread on departure from
controlled flight a couple weeks back, the link takes you to a 4 min
video about a departure in an F-16 at Edwards AFB.
http://www.avweb.com/avwebflash/exclusivevids/ExclusiveVideo_F16_OutOfControl_YawDeparture_201012-1.html
grumpy
N184JM
do not archive
Message 11
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| Subject: | Re: Departure from controlled flight |
Didn't the pilot have override the FCS using the MPO to induce the departure? I
haven't looked at the link but I think I've seen it before. It is eye opening,
especially pay attention to the increase in respiration as it evolves. Of course
the only manual pitch override and flight control system we have is ourselves.
Rick S.
N246RS
----- Original Message -----
From: "Miller John" <gengrumpy@aol.com>
Sent: Monday, August 17, 2009 6:58:36 AM GMT -08:00 US/Canada Pacific
Subject: RV10-List: Departure from controlled flight
For those who may not have understood the thread on departure from
controlled flight a couple weeks back, the link takes you to a 4 min
video about a departure in an F-16 at Edwards AFB.
http://www.avweb.com/avwebflash/exclusivevids/ExclusiveVideo_F16_OutOfControl_YawDeparture_201012-1.html
grumpy
N184JM
do not archive
Message 12
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I posted this on VAF earlier in the week, but didn't get much of a
response.
At OSH, I bought the machined static ports from iflyrv10.com. These
require a =BD" hole in the skin for the port to fit in and have a barbed
male connector on the back for the =BC" static line to press onto.
My plan has been to run =BC" tygon from each static port to a
T-connector installed in the top of the tailcone. At that point, I
would run forward toward the firewall.
The idea was to:
1) Keep an equal length of tubing between the static port and the
T. So a slip with a little ram air on one side would balance out with
the other.
2) Also to eliminate the possibility of getting water inside the
static ports.
Then someone suggested that I could be setting myself up for
condensation inside the static lines and that I should put the T on the
left side and run the right port all the way over - before going
forward.
Condensation just doesn't sound like a very likely scenario to me. Even
if the air was completely saturated and cooled to the dew point, I can't
see enough water collecting to cause a blockage. It would take several
days of the same scenario to actually fill the tube.
Has anyone seen this before? How have you routed your static lines -
most importantly why?
Phil
Message 13
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| Subject: | Re: Departure from controlled flight |
This was an intentional departure to check out new flight control
software.
Some of our net have never heard of a departure, so this video really
explains it well along with video from the ground tracking cameras.
grumpy
N184JM
do not archive
On Aug 17, 2009, at 9:12 AM, Rick Sked wrote:
>
> Didn't the pilot have override the FCS using the MPO to induce the
> departure? I haven't looked at the link but I think I've seen it
> before. It is eye opening, especially pay attention to the increase
> in respiration as it evolves. Of course the only manual pitch
> override and flight control system we have is ourselves.
>
> Rick S.
> N246RS
> ----- Original Message -----
> From: "Miller John" <gengrumpy@aol.com>
> To: rv10-list@matronics.com
> Sent: Monday, August 17, 2009 6:58:36 AM GMT -08:00 US/Canada Pacific
> Subject: RV10-List: Departure from controlled flight
>
>
> For those who may not have understood the thread on departure from
> controlled flight a couple weeks back, the link takes you to a 4 min
> video about a departure in an F-16 at Edwards AFB.
>
> http://www.avweb.com/avwebflash/exclusivevids/ExclusiveVideo_F16_OutOfControl_YawDeparture_201012-1.html
>
> grumpy
> N184JM
>
> do not archive
>
>
Message 14
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| Subject: | Departure from controlled flight |
That's scary as #$@!...
Great video though....
-----Original Message-----
From: Miller John [mailto:gengrumpy@aol.com]
Sent: Monday, August 17, 2009 8:59 AM
Subject: RV10-List: Departure from controlled flight
For those who may not have understood the thread on departure from
controlled flight a couple weeks back, the link takes you to a 4 min
video about a departure in an F-16 at Edwards AFB.
http://www.avweb.com/avwebflash/exclusivevids/ExclusiveVideo_F16_OutOfCo
ntrol_YawDeparture_201012-1.html
grumpy
N184JM
do not archive
Message 15
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You are describing exactly what I did. FWIW, I think you're talking
about the Cleveland static ports.
Bob
N442PM
_____
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Perry, Phil
Sent: Monday, August 17, 2009 9:20 AM
Subject: RV10-List: Static System
I posted this on VAF earlier in the week, but didn't get much of a
response.
At OSH, I bought the machined static ports from iflyrv10.com. These
require a =BD" hole in the skin for the port to fit in and have a barbed
male connector on the back for the =BC" static line to press onto.
My plan has been to run =BC" tygon from each static port to a
T-connector installed in the top of the tailcone. At that point, I
would run forward toward the firewall.
The idea was to:
1) Keep an equal length of tubing between the static port and the
T. So a slip with a little ram air on one side would balance out with
the other.
2) Also to eliminate the possibility of getting water inside the
static ports.
Then someone suggested that I could be setting myself up for
condensation inside the static lines and that I should put the T on the
left side and run the right port all the way over - before going
forward.
Condensation just doesn't sound like a very likely scenario to me. Even
if the air was completely saturated and cooled to the dew point, I can't
see enough water collecting to cause a blockage. It would take several
days of the same scenario to actually fill the tube.
Has anyone seen this before? How have you routed your static lines -
most importantly why?
Phil
Message 16
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| Subject: | Re: Static System |
Phil,
Mooney uses a very similar static setup, which initially was built with
right side coming over to left to a tee then forward. They later changed to
mounting the tee near the top of the fuselage to avoid water incursion from
driving rain affecting both sides. What you are planning makes a lot more
sense than losing the advantage of uphill runs to the Tee.
Kelly
On Mon, Aug 17, 2009 at 7:19 AM, Perry, Phil <Phil.Perry@netapp.com> wrote:
> I posted this on VAF earlier in the week, but didn=92t get much of a
> response.
>
>
> At OSH, I bought the machined static ports from iflyrv10.com. These
> require a =BD=94 hole in the skin for the port to fit in and have a barbe
d male
> connector on the back for the =BC=94 static line to press onto.
>
>
> My plan has been to run =BC=94 tygon from each static port to a T-connect
or
> installed in the top of the tailcone. At that point, I would run forward
> toward the firewall.
>
>
> The idea was to:
>
> 1) Keep an equal length of tubing between the static port and the T.
> So a slip with a little ram air on one side would balance out with the
> other.
>
> 2) Also to eliminate the possibility of getting water inside the
> static ports.
>
> Then someone suggested that I could be setting myself up for condensatio
n
> inside the static lines and that I should put the T on the left side and
run
> the right port all the way over ' before going forward.
>
>
> Condensation just doesn=92t sound like a very likely scenario to me. Eve
n if
> the air was completely saturated and cooled to the dew point, I can=92t s
ee
> enough water collecting to cause a blockage. It would take several days
of
> the same scenario to actually fill the tube.
>
>
> Has anyone seen this before? How have you routed your static lines ' m
ost
> importantly why?
>
>
> Phil
>
>
> *
>
===========
===========
===========
===========
> *
>
>
Message 17
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Yes. Sorry about that. The Cleveland ports.
From: Condrey, Bob (US SSA) [mailto:bob.condrey@baesystems.com]
Sent: Monday, August 17, 2009 9:27 AM
Subject: RE: RV10-List: Static System
You are describing exactly what I did. FWIW, I think you're talking
about the Cleveland static ports.
Bob
N442PM
________________________________
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Perry, Phil
Sent: Monday, August 17, 2009 9:20 AM
Subject: RV10-List: Static System
I posted this on VAF earlier in the week, but didn't get much of a
response.
At OSH, I bought the machined static ports from iflyrv10.com. These
require a =BD" hole in the skin for the port to fit in and have a barbed
male connector on the back for the =BC" static line to press onto.
My plan has been to run =BC" tygon from each static port to a
T-connector installed in the top of the tailcone. At that point, I
would run forward toward the firewall.
The idea was to:
1) Keep an equal length of tubing between the static port and the
T. So a slip with a little ram air on one side would balance out with
the other.
2) Also to eliminate the possibility of getting water inside the
static ports.
Then someone suggested that I could be setting myself up for
condensation inside the static lines and that I should put the T on the
left side and run the right port all the way over - before going
forward.
Condensation just doesn't sound like a very likely scenario to me. Even
if the air was completely saturated and cooled to the dew point, I can't
see enough water collecting to cause a blockage. It would take several
days of the same scenario to actually fill the tube.
Has anyone seen this before? How have you routed your static lines -
most importantly why?
Phil
http://www.matronics.com/Navigator?RV10-List
http://forums.matronics.com
http://www.matronics.com/contribution
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Here's the photo.
http://www.cleavelandtoolstore.com/prodinfo.asp?number=SPF50
Phil
From: Perry, Phil
Sent: Monday, August 17, 2009 9:49 AM
Subject: RE: RV10-List: Static System
Yes. Sorry about that. The Cleveland ports.
From: Condrey, Bob (US SSA) [mailto:bob.condrey@baesystems.com]
Sent: Monday, August 17, 2009 9:27 AM
Subject: RE: RV10-List: Static System
You are describing exactly what I did. FWIW, I think you're talking
about the Cleveland static ports.
Bob
N442PM
________________________________
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Perry, Phil
Sent: Monday, August 17, 2009 9:20 AM
Subject: RV10-List: Static System
I posted this on VAF earlier in the week, but didn't get much of a
response.
At OSH, I bought the machined static ports from iflyrv10.com. These
require a =BD" hole in the skin for the port to fit in and have a barbed
male connector on the back for the =BC" static line to press onto.
My plan has been to run =BC" tygon from each static port to a
T-connector installed in the top of the tailcone. At that point, I
would run forward toward the firewall.
The idea was to:
1) Keep an equal length of tubing between the static port and the
T. So a slip with a little ram air on one side would balance out with
the other.
2) Also to eliminate the possibility of getting water inside the
static ports.
Then someone suggested that I could be setting myself up for
condensation inside the static lines and that I should put the T on the
left side and run the right port all the way over - before going
forward.
Condensation just doesn't sound like a very likely scenario to me. Even
if the air was completely saturated and cooled to the dew point, I can't
see enough water collecting to cause a blockage. It would take several
days of the same scenario to actually fill the tube.
Has anyone seen this before? How have you routed your static lines -
most importantly why?
Phil
http://www.matronics.com/Navigator?RV10-List
http://forums.matronics.com
http://www.matronics.com/contribution
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| Subject: | Re: Departure from controlled flight |
Grumpy
In regards to the previous threads on this subject, When you tested the
'no-flaps' slip in your RV10 is this what you experienced? Indeed it's
scary! I suspect that it likely didn't develop as far as the F16 video
demonstrated. As a non-certified-non-qualified test pilot I'd like to
take you up on your challenge to test this for myself, but I'm mindful
of my lack of experience in 'unusual attitudes' and am leery of
attempting for fear of getting myself in over my head. How much of a
margin do you/we have before the bird actually departs? Did you
experience the 'soft rudder' that Jason experienced? Or were you able to
identify the 'approach to departure' before experiencing the soft rudder?
Thanks for illuminating this topic.
Deems Davis N519PJ
http://deemsrv10.com/
Miller John wrote:
>
> For those who may not have understood the thread on departure from
> controlled flight a couple weeks back, the link takes you to a 4 min
> video about a departure in an F-16 at Edwards AFB.
>
> http://www.avweb.com/avwebflash/exclusivevids/ExclusiveVideo_F16_OutOfControl_YawDeparture_201012-1.html
>
>
> grumpy
> N184JM
>
> do not archive
>
>
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| Subject: | Re: VA-189 fuel servo inlet hose fitting question |
I spoke to Mahion at Mattituck this morning. Finally, someone who knows their stuff
and doesn't speak with forked tongue.
The proper 90 degree "swivel" fitting, with proper 37 degree aircraft flare, is
available here (a bargain at $5):
http://www.aircraftspruce.com/catalog/eppages/aeroquipfitting.php
The 90 degree aluminum fitting from Summit Racing referenced in a previous post
would probably work too (most racing stuff uses aircraft flares). Using plumbing
fittings was not recommended as the flare is likely not 37 degrees.
Side note: The injector servo requires swapping the stock location of fuel inlet
and plug. This can be seen on page FF3-1. The inlet straight out fitting is
shown in the proper location just above the mixture. In addition to swapping the
plug/inlet, there's a screen and spring inside the servo body that has to be
swapped too. The spring side faces the plug. Not a big deal, just good to know
it's been done correctly.
Side note: make sure there's a letter "G" stamped on the servo plug shown just
above the mixture arm. That means that the servo is compliant with the gasket
replacement AD.
Cheers,
Jay
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=258202#258202
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| Subject: | Re: extra air seal fabric? |
Jay,
I used the silicone baffle material, so have almost all of the Van's stuff left
over. I am just down the road from you at KAPA, if you want to stop by to pick
it up. No charge.
Jim Berry
40482
N15JB
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=258203#258203
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| Subject: | Re: Fuel Flow variations |
Thanks to all for their responses on this topic.
What's driving me on this, is that I want to balance my injectors so I
can begin to play with LOP, and I'd like to have a more stable
measurement when collecting the data for the injectors. Thanks to the
link on Matt's bulb. I've got an email into him with some questions. Has
anyone had any experience with this? I'm just wondering if this is one
of those thing that should work i theory, but..... ? Also someone
mentioned a lack of space to install. I've asked Matt for dimensions. If
it works this might be the easiest 'fix'. We'll see,
Deems Davis N519PJ
http://deemsrv10.com/index.html
> *
> *
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| Subject: | Re: Fuel Flow variations |
I may be wrong here, but I don't think you get any valuable info from
fuel flow when trying to match injectors. The data point is EGT ......
which you work towards balancing the readings.
What info do you get from fuel flow in this scenario?
Linn
do not archive
Deems Davis wrote:
>
> Thanks to all for their responses on this topic.
>
> What's driving me on this, is that I want to balance my injectors so I
> can begin to play with LOP, and I'd like to have a more stable
> measurement when collecting the data for the injectors. Thanks to the
> link on Matt's bulb. I've got an email into him with some questions. Has
> anyone had any experience with this? I'm just wondering if this is one
> of those thing that should work i theory, but..... ? Also someone
> mentioned a lack of space to install. I've asked Matt for dimensions. If
> it works this might be the easiest 'fix'. We'll see,
>
>
> Deems Davis N519PJ
> http://deemsrv10.com/index.html
>
>> *
>> *
>
>
>
>
>
>
Message 24
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| Subject: | Fuel Flow variations |
You plot individual cylinder peak against fuel flow. Trying to get them all
to peak within .2 gph or better. Because of sensor placement errors and
sensor accuracy, the actual EGT does not matter, just at what fuel flow it
peaks.
Rene' Felker
RV-10 N423CF Flying
801-721-6080
-----Original Message-----
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Linn Walters
Sent: Monday, August 17, 2009 10:55 AM
Subject: Re: RV10-List: Fuel Flow variations
I may be wrong here, but I don't think you get any valuable info from
fuel flow when trying to match injectors. The data point is EGT ......
which you work towards balancing the readings.
What info do you get from fuel flow in this scenario?
Linn
do not archive
Deems Davis wrote:
>
> Thanks to all for their responses on this topic.
>
> What's driving me on this, is that I want to balance my injectors so I
> can begin to play with LOP, and I'd like to have a more stable
> measurement when collecting the data for the injectors. Thanks to the
> link on Matt's bulb. I've got an email into him with some questions. Has
> anyone had any experience with this? I'm just wondering if this is one
> of those thing that should work i theory, but..... ? Also someone
> mentioned a lack of space to install. I've asked Matt for dimensions. If
> it works this might be the easiest 'fix'. We'll see,
>
>
> Deems Davis N519PJ
> http://deemsrv10.com/index.html
>
>> *
>> *
>
>
>
>
>
>
Message 25
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| Subject: | Re: Fuel Flow variations |
We have the 'bulb' from Matt installed in the tunnel. Unfortunately it has not
eliminated variations with the boost pump turned on and off. There is room for
it, no pictures available though, sorry.
We are at the very same point you are Deems, in fact we are probably fighting the
same battles. I would give strong consideration before increasing the volume
of fuel of air any more than absolutely needed in the tunnel. Any increase
might invite the fuel to get warmer, and increase the chance of vapor issues.
I say this because the tunnel is fairly warm, and with fuel boiling at ~125
degrees F, you can see the tunnel heat may be enough to create vapor already in
the tunnel, long before it gets on top of the engine. Juts my 2 cents....
What is your spread while trying to lean? While performing the 'lean' test we
nearly shut down the engine, not comfortable at all. Next step is to swap out
the high and low injectors to see if we can get closer, or at least consistent.
I do know the engine starts to run rough below 13.4 GPH at 65%, we need to
do better than that!
Jason Kreidler
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=258217#258217
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| Subject: | Re: Fuel Flow variations |
Linn As I understand the purpose of balancing injectors is to match fuel
flow to EGTs. so that each cylinder is ba;anced at close to the same
temps and fuel flows. Attached is the document I received from D. Rivera
@ airflow performance regarding his recommended process for balancing
injectors. It required both EGT and GPH data.
Deems Davis N519PJ
http://deemsrv10.com/index.html
Linn Walters wrote:
>
> I may be wrong here, but I don't think you get any valuable info from
> fuel flow when trying to match injectors. The data point is EGT
> ...... which you work towards balancing the readings.
> What info do you get from fuel flow in this scenario?
> Linn
Message 27
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| Subject: | Re: Fuel Flow variations |
The space issue is me Deems- getting the tube from the pump to the sensor is
about 5-6 inches but the adaptors take a good 1 inch from that so if I
needed to put a "t" in there for the bulb I would have no space for all the
adaptors and such to work- it would be very difficult anyway. Certainly not
worth that effort. If I needed to do it, which I wont, I would simply move
the whole sensor to the front per the numerous feedback to that
effectiveness.
Pascal
--------------------------------------------------
From: "Deems Davis" <deemsdavis@cox.net>
Sent: Monday, August 17, 2009 9:32 AM
Subject: Re: RV10-List: Fuel Flow variations
>
> Thanks to all for their responses on this topic.
>
> What's driving me on this, is that I want to balance my injectors so I can
> begin to play with LOP, and I'd like to have a more stable measurement
> when collecting the data for the injectors. Thanks to the link on Matt's
> bulb. I've got an email into him with some questions. Has anyone had any
> experience with this? I'm just wondering if this is one of those thing
> that should work i theory, but..... ? Also someone mentioned a lack of
> space to install. I've asked Matt for dimensions. If it works this might
> be the easiest 'fix'. We'll see,
>
>
> Deems Davis N519PJ
> http://deemsrv10.com/index.html
>
>> *
>> *
>
>
>
Message 28
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| Subject: | Fuel Flow variations |
More info on the subject - here's the GAMI lean test.
http://www.gami.com/gamijectors/leantest.php
Bob
N442PM
-----Original Message-----
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Deems Davis
Sent: Monday, August 17, 2009 12:21 PM
Subject: Re: RV10-List: Fuel Flow variations
Linn As I understand the purpose of balancing injectors is to match fuel
flow to EGTs. so that each cylinder is ba;anced at close to the same
temps and fuel flows. Attached is the document I received from D. Rivera
@ airflow performance regarding his recommended process for balancing
injectors. It required both EGT and GPH data.
Deems Davis N519PJ
http://deemsrv10.com/index.html
Linn Walters wrote:
<pitts_pilot@bellsouth.net>
>
> I may be wrong here, but I don't think you get any valuable info from
> fuel flow when trying to match injectors. The data point is EGT
> ...... which you work towards balancing the readings.
> What info do you get from fuel flow in this scenario?
> Linn
Message 29
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| Subject: | Re: Fuel Flow variations |
OK, I understand ..... the delta fuel flow rate gives Airflow
Performance an idea of how much to change the injector size. They can
also do that with just the EGT spread, but I guess that would be the
second best way. <GR>
When I get to that point, I'll be going down the same road ..... but I
need to know where to move the sensor to while it's relatively accessible!
Linn
do not archive
Deems Davis wrote:
> Linn As I understand the purpose of balancing injectors is to match fuel
> flow to EGTs. so that each cylinder is ba;anced at close to the same
> temps and fuel flows. Attached is the document I received from D. Rivera
> @ airflow performance regarding his recommended process for balancing
> injectors. It required both EGT and GPH data.
>
> Deems Davis N519PJ
> http://deemsrv10.com/index.html
>
> Linn Walters wrote:
>>
>> I may be wrong here, but I don't think you get any valuable info from
>> fuel flow when trying to match injectors. The data point is EGT
>> ...... which you work towards balancing the readings.
>> What info do you get from fuel flow in this scenario?
>> Linn
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| Subject: | Re: Departure from controlled flight |
Wow.... Grumpy, thanks for explaining what I had experienced, I sure am glad it
didn't develop to the extent of this video.
I don't do well with things that happen that I don't understand, I kinda gota know.
2+2=4 why? Anyway, thanks again for the help, sure is neat to have the
sort of experience you have to draw on and ask questions.
Jason Kreidler
N44YH - Flying
4 Partner Build
Wayne Elsner, Kyle Hokel, Tony Kolar, Jason Kreidler
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=258225#258225
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| Subject: | Departure from controlled flight |
Hi
I missed the forward slip thread but went back to read it. Not being an
aerodynamic expert, I do have a few questions especially as I relate this to
my experience with a Cherokee which I do slip. The Cherokee has always
seemed docile in a slip but then again I have never tried it nose high.
Is the -10 forward slip issue related to slipping the -10 with a nose high
attitude thus causing one of the wings to stall suddenly?
Is the end result of the departure (what an understated term!) always spin?
In my youth, I learned to spin Cherokees (in utility category). It was
something I like to do. Now the thought of a full spin is somewhat less
attractive. In any event, does transition training in -10s include recovery
from full spins?
Cheers
Les
#40643
PS: The Falcon video was very interesting. When I get my -10 finished and
flying subsonic at 30k, I will be sure to try that.
-----Original Message-----
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Deems Davis
Sent: August-17-09 9:10 AM
Subject: Re: RV10-List: Departure from controlled flight
Grumpy
In regards to the previous threads on this subject, When you tested the
'no-flaps' slip in your RV10 is this what you experienced? Indeed it's
scary! I suspect that it likely didn't develop as far as the F16 video
demonstrated. As a non-certified-non-qualified test pilot I'd like to
take you up on your challenge to test this for myself, but I'm mindful
of my lack of experience in 'unusual attitudes' and am leery of
attempting for fear of getting myself in over my head. How much of a
margin do you/we have before the bird actually departs? Did you
experience the 'soft rudder' that Jason experienced? Or were you able to
identify the 'approach to departure' before experiencing the soft rudder?
Thanks for illuminating this topic.
Deems Davis N519PJ
http://deemsrv10.com/
Miller John wrote:
>
> For those who may not have understood the thread on departure from
> controlled flight a couple weeks back, the link takes you to a 4 min
> video about a departure in an F-16 at Edwards AFB.
>
>
http://www.avweb.com/avwebflash/exclusivevids/ExclusiveVideo_F16_OutOfContro
l_YawDeparture_201012-1.html
>
>
> grumpy
> N184JM
>
> do not archive
>
>
Message 32
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| Subject: | Re: Fuel Flow variations |
You need to know how far apart in flow the injectors are when you peak
each one. I'M about ready to put out a blurb on that one after I'm
back from vacation.
Tim
On Aug 17, 2009, at 9:55 AM, Linn Walters <pitts_pilot@bellsouth.net>
wrote:
> >
>
> I may be wrong here, but I don't think you get any valuable info
> from fuel flow when trying to match injectors. The data point is
> EGT ...... which you work towards balancing the readings.
> What info do you get from fuel flow in this scenario?
> Linn
> do not archive
>
> Deems Davis wrote:
>> Thanks to all for their responses on this topic.
>> What's driving me on this, is that I want to balance my injectors
>> so I can begin to play with LOP, and I'd like to have a more stable
>> measurement when collecting the data for the injectors. Thanks to
>> the link on Matt's bulb. I've got an email into him with some
>> questions. Has anyone had any experience with this? I'm just
>> wondering if this is one of those thing that should work i theory,
>> but..... ? Also someone mentioned a lack of space to install. I've
>> asked Matt for dimensions. If it works this might be the easiest
>> 'fix'. We'll see,
>> Deems Davis N519PJ
>> http://deemsrv10.com/index.html
>>> *
>>> *
>
>
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| Subject: | Re: Departure from controlled flight |
I would not describe the attitude of the -10 nose high when this happened to me.
I had the nose pointed down, albeit not too far, it was pointed down to maintain
an 85 knot airspeed. The lesson going forward is to not slip without flaps,
the sub lesson is to keep the speed up when slipping (if necessary to slip
without flaps), this will naturally point the nose further down.
It did not feel anything like the entry of a spin, entering a spin usually causes
the airplane to roll, this was just an abrupt yaw. The airplane remained relatively
flat, maybe a 10 degree wing drop.
Spin training was not part of the transition training, neither were slips without
flaps.
Thanks, Jason
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=258241#258241
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| Subject: | Re: VA-189 fuel servo inlet hose fitting question |
An Plumbing, as the name implies, sells primarily aircraft (AN-37 degree)
fittings. Looks about the same price as Spruce but Spruce is probably more
convienent for most.
Regarding the "G" on the fuel survo. If your servo serial number is NOT on
the SB list, you will NOT have or need a "G" stamp as only units on the
serial number list are subject to the SB. My Silberhawk unit was not on the
serial number listing.
William
http://wcurtis.nerv10.com
On Mon, Aug 17, 2009 at 11:59 AM, jayb <jaybrinkmeyer@yahoo.com> wrote:
>
> I spoke to Mahion at Mattituck this morning. Finally, someone who knows
> their stuff and doesn't speak with forked tongue.
>
> The proper 90 degree "swivel" fitting, with proper 37 degree aircraft
> flare, is available here (a bargain at $5):
>
> http://www.aircraftspruce.com/catalog/eppages/aeroquipfitting.php
>
> The 90 degree aluminum fitting from Summit Racing referenced in a previous
> post would probably work too (most racing stuff uses aircraft flares). Using
> plumbing fittings was not recommended as the flare is likely not 37 degrees.
>
> Side note: The injector servo requires swapping the stock location of fuel
> inlet and plug. This can be seen on page FF3-1. The inlet straight out
> fitting is shown in the proper location just above the mixture. In addition
> to swapping the plug/inlet, there's a screen and spring inside the servo
> body that has to be swapped too. The spring side faces the plug. Not a big
> deal, just good to know it's been done correctly.
>
> Side note: make sure there's a letter "G" stamped on the servo plug shown
> just above the mixture arm. That means that the servo is compliant with the
> gasket replacement AD.
>
> Cheers,
> Jay
>
Message 35
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| Subject: | Fuel Flow variations |
Watching this thread with GREAT interest.
I have consistently higher CHT on Cylinder #2 compared to the rest (when
running rich), with consequentially greater EGT. I have trimmed the fwd
air dam, but it makes little difference. Once running lean of peak, CHT
#2 is lower than the rest. Suggests to me that I have a restriction in
either the line or nozzle to the #2 cylinder. I am a philistine in all
things related to the engine. How do you go about adjusting or changing
the nozzles? Is this something an engine shop should be looking at??
Cheers
Ron
VH-XRM
-----Original Message-----
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Deems Davis
Sent: Tuesday, 18 August 2009 3:21 AM
Subject: Re: RV10-List: Fuel Flow variations
Linn As I understand the purpose of balancing injectors is to match fuel
flow to EGTs. so that each cylinder is ba;anced at close to the same
temps and fuel flows. Attached is the document I received from D. Rivera
@ airflow performance regarding his recommended process for balancing
injectors. It required both EGT and GPH data.
Deems Davis N519PJ
http://deemsrv10.com/index.html
Linn Walters wrote:
<pitts_pilot@bellsouth.net>
>
> I may be wrong here, but I don't think you get any valuable info from
> fuel flow when trying to match injectors. The data point is EGT
> ...... which you work towards balancing the readings.
> What info do you get from fuel flow in this scenario?
> Linn
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Message 36
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| Subject: | Re: Departure from controlled flight |
This makes me want to install speed brakes in the wings so I do not have to
slip.
Dick
-----Original Message-----
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of jkreidler
Sent: Monday, August 17, 2009 3:17 PM
Subject: RV10-List: Re: Departure from controlled flight
<jason.kreidler@regalbeloit.com>
I would not describe the attitude of the -10 nose high when this happened to
me. I had the nose pointed down, albeit not too far, it was pointed down to
maintain an 85 knot airspeed. The lesson going forward is to not slip
without flaps, the sub lesson is to keep the speed up when slipping (if
necessary to slip without flaps), this will naturally point the nose further
down.
It did not feel anything like the entry of a spin, entering a spin usually
causes the airplane to roll, this was just an abrupt yaw. The airplane
remained relatively flat, maybe a 10 degree wing drop.
Spin training was not part of the transition training, neither were slips
without flaps.
Thanks, Jason
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=258241#258241
Message 37
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| Subject: | Fuel Flow variations |
I called Lycon to confirm my expectations of normal. I asked what should we
expect for EGT range and CHT range for any given power setting. Assuming
relatively new manufactured engine with new cylinders (not overhauled ,
welded, oversized, etc) one can expect the EGT range of 75 F and the CHT
range should be 50 F. Each change of MP will may cause a different cylinder
to have the peak temperature. Cylinders manufactured prior to say 2000 will
probably repaired and the repairs will change the temperature and pressure
characteristics. The implication of this is that if your EGTs or CHTs for a
given stabilzed power setting fall outside of these norms then , perhaps,
additional investigation is warranted, if not you may be chasing problems
that don't exist.
-----Original Message-----
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of McGann, Ron
Sent: Monday, August 17, 2009 3:33 PM
Subject: RE: RV10-List: Fuel Flow variations
--> <Ron.McGann@thalesgroup.com.au>
Watching this thread with GREAT interest.
I have consistently higher CHT on Cylinder #2 compared to the rest (when
running rich), with consequentially greater EGT. I have trimmed the fwd air
dam, but it makes little difference. Once running lean of peak, CHT
#2 is lower than the rest. Suggests to me that I have a restriction in
either the line or nozzle to the #2 cylinder. I am a philistine in all
things related to the engine. How do you go about adjusting or changing the
nozzles? Is this something an engine shop should be looking at??
Cheers
Ron
VH-XRM
-----Original Message-----
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Deems Davis
Sent: Tuesday, 18 August 2009 3:21 AM
Subject: Re: RV10-List: Fuel Flow variations
Linn As I understand the purpose of balancing injectors is to match fuel
flow to EGTs. so that each cylinder is ba;anced at close to the same temps
and fuel flows. Attached is the document I received from D. Rivera
@ airflow performance regarding his recommended process for balancing
injectors. It required both EGT and GPH data.
Deems Davis N519PJ
http://deemsrv10.com/index.html
Linn Walters wrote:
<pitts_pilot@bellsouth.net>
>
> I may be wrong here, but I don't think you get any valuable info from
> fuel flow when trying to match injectors. The data point is EGT
> ...... which you work towards balancing the readings.
> What info do you get from fuel flow in this scenario?
> Linn
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professional privilege. They are for the use of the intended recipient only.
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part may be reproduced, adapted or transmitted without the written
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are not an authorised recipient, please immediately notify the sender by
return email, delete this message and all copies from your e-mail system,
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Message 38
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| Subject: | Fuel Flow variations |
It is very easy to get a little crud in the injector nozzles. Disconnect
the fuel line from #2 injector and turn on the fuel pump with the throttle
partly in to flush out the line. Remove the injector from the cylinder and
carefully disassemble the unit to clean it with and air line. It is very
difficult to actually see the crud in an injector, but after cleaning they
work much better.
Gary Specketer
-----Original Message-----
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of McGann, Ron
Sent: Monday, August 17, 2009 5:33 PM
Subject: RE: RV10-List: Fuel Flow variations
<Ron.McGann@thalesgroup.com.au>
Watching this thread with GREAT interest.
I have consistently higher CHT on Cylinder #2 compared to the rest (when
running rich), with consequentially greater EGT. I have trimmed the fwd
air dam, but it makes little difference. Once running lean of peak, CHT
#2 is lower than the rest. Suggests to me that I have a restriction in
either the line or nozzle to the #2 cylinder. I am a philistine in all
things related to the engine. How do you go about adjusting or changing
the nozzles? Is this something an engine shop should be looking at??
Cheers
Ron
VH-XRM
-----Original Message-----
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Deems Davis
Sent: Tuesday, 18 August 2009 3:21 AM
Subject: Re: RV10-List: Fuel Flow variations
Linn As I understand the purpose of balancing injectors is to match fuel
flow to EGTs. so that each cylinder is ba;anced at close to the same
temps and fuel flows. Attached is the document I received from D. Rivera
@ airflow performance regarding his recommended process for balancing
injectors. It required both EGT and GPH data.
Deems Davis N519PJ
http://deemsrv10.com/index.html
Linn Walters wrote:
<pitts_pilot@bellsouth.net>
>
> I may be wrong here, but I don't think you get any valuable info from
> fuel flow when trying to match injectors. The data point is EGT
> ...... which you work towards balancing the readings.
> What info do you get from fuel flow in this scenario?
> Linn
DISCLAIMER:-----------------------------------------------------------------
----------
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messages
attached to it are private and confidential. They may contain proprietary or
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material or information that is subject to legal professional privilege.
They are for
the use of the intended recipient only. Any unauthorised viewing, use,
disclosure,
copying, alteration, storage or distribution of, or reliance on, this
message is
strictly prohibited. No part may be reproduced, adapted or transmitted
without the
written permission of the owner. If you have received this transmission in
error, or
are not an authorised recipient, please immediately notify the sender by
return email,
delete this message and all copies from your e-mail system, and destroy any
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copies. Receipt by anyone other than the intended recipient should not be
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Message 39
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| Subject: | Re: Fuel Flow variations |
In both my RV-4 and RV-10 I ended up moving the flow transducer to the line
between the Fuel Servo and distribution block on the top of the engine.
This location has completely eliminated any difference in displayed fuel
flow when the boost pump is on or off. This is also the location that most
certified aircraft have you install the transducer.
You want all the cylinders to peak at exactly the same fuel flow.
Rob Hickman
N402RH RV-10
Message 40
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| Subject: | Re: Fuel Flow variations |
Mine is in the stock location and for whatever reason it's constant and ste
ady....Rob I meant to ask you, I love your paint scheme....Did you get that
from the US postal service??=C2- :)
Rick Sked
N246RS
do not archive
----- Original Message -----
From: RobHickman@aol.com
Sent: Monday, August 17, 2009 5:07:59 PM GMT -08:00 US/Canada Pacific
Subject: Re: RV10-List: Fuel Flow variations
In both my RV-4 and RV-10 I ended up moving the flow transducer to the line
between the Fuel Servo and distribution block on the top of the engine.=C2
- This location has completely eliminated any difference in displayed fue
l flow=C2-when the boost pump is on or off.=C2- This is also the locati
on that most certified aircraft have you install the transducer.
You=C2-want all the cylinders to peak at exactly the same fuel flow.=C2
-=C2-
Rob Hickman
N402RH=C2-=C2- RV-10
==
Message 41
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|
| Subject: | Re: Departure from controlled flight |
Deems,
I did not attempt to depart the RV 10, nor do I intend to depart it.
The RV is fairly sensitive to a departure or snap roll on you if you
attempt to slip it with nose level or high and with no flaps. The
ugly snap into departure or spin happens if you have one aileron up
coupled with stall of one wing first combined with opposite rudder.
What happens in level flight or nose high is the rudder loses any
ability to maintain directional control because it is blanked out by
the fuselage.
What I encourage all pilots to do is to get to know their aircraft
through the seat of their pants, whether or not it is an RV, a Cessna
or an F-15. You need to understand what the airplane is telling you
through your senses, regardless of what some indicator may be showing
you.
The way to do this is to do simple traffic pattern stalls and carry
them to a light buffet. To break the approaching stall, merely
release some back pressure and, if necessary, add some power.
I suggest that you practice these 3-4,000' AGL. First in the flaps
down configuration, then with no-flaps.
Do a straight ahead approach into the light buffet first, then do them
turning both left and right with the nose level to slightly low. Just
remember to NOT cross control aileron and rudder.
By doing these, first off you'll really see how honest and forgiving
the RV is.....it's as honest or more so than my old 182.
As you do these, make sure you take note of what you feel both in the
stick and rudder, and through the seat of your pants.
Once you develop these physical cues, you'll be a much safer pilot in
the traffic pattern the day you get in too close and high and try to
salvage a botched pattern.
Since you are doing these at altitude, if you happen to go past the
buffet and the airplane does something you didn't expect (like fall
off on a wing), simply release the stick totally and take your feet
off the rudder pedals.
The RV is so honest it will recover itself without you, but it will be
nose low, not a big deal unless of course you happen to be in the
final turn.....
grumpy
N184JM
On Aug 17, 2009, at 10:09 AM, Deems Davis wrote:
>
> Grumpy
>
> In regards to the previous threads on this subject, When you tested
> the 'no-flaps' slip in your RV10 is this what you experienced?
> Indeed it's scary! I suspect that it likely didn't develop as far as
> the F16 video demonstrated. As a non-certified-non-qualified test
> pilot I'd like to take you up on your challenge to test this for
> myself, but I'm mindful of my lack of experience in 'unusual
> attitudes' and am leery of attempting for fear of getting myself in
> over my head. How much of a margin do you/we have before the bird
> actually departs? Did you experience the 'soft rudder' that Jason
> experienced? Or were you able to identify the 'approach to
> departure' before experiencing the soft rudder?
>
> Thanks for illuminating this topic.
>
> Deems Davis N519PJ
> http://deemsrv10.com/
>
> Miller John wrote:
>>
>> For those who may not have understood the thread on departure from
>> controlled flight a couple weeks back, the link takes you to a 4
>> min video about a departure in an F-16 at Edwards AFB.
>>
>> http://www.avweb.com/avwebflash/exclusivevids/ExclusiveVideo_F16_OutOfControl_YawDeparture_201012-1.html
>>
>> grumpy
>> N184JM
>>
>> do not archive
>>
>>
>>
>>
>>
>>
>
>
Message 42
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| Subject: | Re: Fuel Flow variations |
Ron, Have you tried the coke bottle test?
Pull the injectors off the cylinders, direct their output to individual bottles.
Turn on the boost pump, fill the bottles half full or so. If #2's bottle is
not up to the same level as the others, there's a restriction somewhere.
--------
Bob Turner
RV-10 QB
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=258326#258326
Message 43
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| Subject: | Re: Fuel Flow variations |
Awesome - thanks for the responses!
Thanks for this one Bob - I'll give it a try on the weekend!
Cheers,
Ron
VH-XRM in Oz
Do not archive
-----Original Message-----
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Bob Turner
Sent: Tuesday, 18 August 2009 11:21 AM
Subject: RV10-List: Re: Fuel Flow variations
Ron, Have you tried the coke bottle test?
Pull the injectors off the cylinders, direct their output to individual
bottles. Turn on the boost pump, fill the bottles half full or so. If
#2's bottle is not up to the same level as the others, there's a
restriction somewhere.
--------
Bob Turner
RV-10 QB
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=258326#258326
DISCLAIMER:---------------------------------------------------------------------------
This e-mail transmission and any documents, files and previous e-mail messages
attached to it are private and confidential. They may contain proprietary or copyright
material or information that is subject to legal professional privilege. They are
for
the use of the intended recipient only. Any unauthorised viewing, use, disclosure,
copying, alteration, storage or distribution of, or reliance on, this message is
strictly prohibited. No part may be reproduced, adapted or transmitted without
the
written permission of the owner. If you have received this transmission in error,
or
are not an authorised recipient, please immediately notify the sender by return
email,
delete this message and all copies from your e-mail system, and destroy any printed
copies. Receipt by anyone other than the intended recipient should not be deemed
a
waiver of any privilege or protection. Thales Australia does not warrant or represent
that this e-mail or any documents, files and previous e-mail messages attached
are
error or virus free.
--------------------------------------------------------------------------------------
Message 44
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| Subject: | Re: Fuel Flow variations |
I hear that some guy named Cox kind of messed with it. Lucky it doesn't have
Horizon painted on the side.
On Mon, Aug 17, 2009 at 5:20 PM, Rick Sked <ricksked@embarqmail.com> wrote:
> Mine is in the stock location and for whatever reason it's constant and
> steady....Rob I meant to ask you, I love your paint scheme....Did you get
> that from the US postal service?? :)
>
>
> Rick Sked
>
> N246RS
>
> do not archive
>
> ----- Original Message -----
> From: RobHickman@aol.com
> To: rv10-list@matronics.com
> Sent: Monday, August 17, 2009 5:07:59 PM GMT -08:00 US/Canada Pacific
> Subject: Re: RV10-List: Fuel Flow variations
>
> In both my RV-4 and RV-10 I ended up moving the flow transducer to the line
> between the Fuel Servo and distribution block on the top of the engine.
> This location has completely eliminated any difference in displayed fuel
> flow when the boost pump is on or off. This is also the location that most
> certified aircraft have you install the transducer.
>
> You want all the cylinders to peak at exactly the same fuel flow.
>
> Rob Hickman
> N402RH RV-10
>
> ------------------------------
>
> *
>
> *
>
> *
>
> *
>
>
Message 45
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|
| Subject: | Has anyone considered making their own propeller? |
After seeing some other folks do it, and having done it with model
airplanes, I'm considering attempting it. Has anyone else considered
doing it?
My two major concerns would be the harmonics and the potential for
asymmetric thrust (one blade pulls more than another), but I've read
plenty of accounts of folks making their own with great success.
Thoughts?
Andy
Message 46
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|
I was talking to Ed Hayden about cruise performance for IO-540 engines with
10:1 pistons. I told him I would post some figures I recorded on a recent
trip from Yuma to Albany, OR, Nampa, ID, SLC, UT, and home.
56f oat 10,500' 132ias 161tas 11.3gph 20.5" wot 2320rpm
cht 411 403 353 357 393 385
egt 1372 1316 1335 1280 1365 1354
47f oat 12,500' 128ias 161tas 11.6gph 19.3" wot 2320rpm
cht 399 389 340 347 387 374
egt 1289 1233 1242 1194 1267 1262
59f oat 10,500' 134ias 162tas 11.6gph 20.8" wot 2300rpm
cht 405 400 340 353 390 381
egt 1337 1276 1303 1244 1317 1316
Albert Gardner
Yuma, AZ
N991RV
N199RD parked beside me at Nampa, beautiful airplane!
Message 47
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| Subject: | Re: Fuel Flow variations |
We are still trying to figure out where the painter came up with the schem
e, =C2- he does drink a lot of Coors Light. =C2-We will have to see if
the mountains show up when it gets cold.
Rob Hickman
N402RH =C2-RV-10
-----Original Message-----
From: Rick Sked <ricksked@embarqmail.com>
Sent: Mon, Aug 17, 2009 5:20 pm
Subject: Re: RV10-List: Fuel Flow variations
Mine is in the stock location and for whatever reason it's constant and st
eady....Rob I meant to ask you, I love your paint scheme....Did you get th
at from the US postal service??=C2- :)
=C2-
Rick Sked
N246RS
do not archive
----- Original Message -----
From: RobHickman@aol.com
Sent: Monday, August 17, 2009 5:07:59 PM GMT -08:00 US/Canada Pacific
Subject: Re: RV10-List: Fuel Flow variations
In both my RV-4 and RV-10 I ended up moving the flow transducer to the lin
e between the Fuel Servo and distribution block on the top of the engine.
=C2- This location has completely eliminated any difference in displayed
fuel flow=C2-when the boost pump is on or off.=C2- This is also the
location that most certified aircraft have you install the transducer.
=C2-
You=C2-want all the cylinders to peak at exactly the same fuel flow.=C2
-=C2-
=C2-
Rob Hickman
N402RH=C2-=C2- RV-10
=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3
D=3
D3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D
=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3
D=3D
=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3
D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D
=3D=3D
=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3
D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D
=3D=3D
=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3
D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
3D=3D=3D=3D
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D
Message 48
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| Subject: | Re: Has anyone considered making their own propeller? |
I've not heard of anyone trying it on an RV10. I suspect it's because
most folks opt to install a constant speed prop in order to extract the
most performance. I'm only aware of one -10 that was/is equipped with a
fixed pitch prop, and every time I see/hear of it; its for sale.
Deems Davis N519PJ
http://deemsrv10.com/index.html
Andrew Johnson wrote:
> After seeing some other folks do it, and having done it with model
> airplanes, I'm considering attempting it. Has anyone else considered
> doing it?
>
> My two major concerns would be the harmonics and the potential for
> asymmetric thrust (one blade pulls more than another), but I've read
> plenty of accounts of folks making their own with great success.
>
> Thoughts?
>
> Andy
Message 49
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| Subject: | Re: Fuel Flow variations |
Apparently I missed this one,,,, where's a pic of Rob's 10..... Rob if you'
re tuned in,,,, are you going to be in Independence next week for the flyin
?- We're going to try and make it.
Don
--- On Mon, 8/17/09, robhickman@aol.com <robhickman@aol.com> wrote:
From: robhickman@aol.com <robhickman@aol.com>
Subject: Re: RV10-List: Fuel Flow variations
We are still trying to figure out where the painter came up with the scheme
, - he does drink a lot of Coors Light. -We will have to see if the mou
ntains show up when it gets cold.
Rob Hickman
N402RH -RV-10
-----Original Message-----
From: Rick Sked <ricksked@embarqmail.com>
Sent: Mon, Aug 17, 2009 5:20 pm
Subject: Re: RV10-List: Fuel Flow variations
Mine is in the stock location and for whatever reason it's constant and ste
ady....Rob I meant to ask you, I love your paint scheme....Did you get that
from the US postal service??- :)
-
Rick Sked
N246RS
do not archive
----- Original Message -----
From: RobHickman@aol.com
Sent: Monday, August 17, 2009 5:07:59 PM GMT -08:00 US/Canada Pacific
Subject: Re: RV10-List: Fuel Flow variations
In both my RV-4 and RV-10 I ended up moving the flow transducer to the line
between the Fuel Servo and distribution block on the top of the engine.-
This location has completely eliminated any difference in displayed fuel f
low-when the boost pump is on or off.- This is also the location that m
ost ce rtified aircraft have you install the transducer.
-
You-want all the cylinders to peak at exactly the same fuel flow.--
-
Rob Hickman
N402RH-- RV-10
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