Today's Message Index:
----------------------
1. 08:59 AM - N402RH Paint Pictures (RobHickman@aol.com)
2. 09:39 AM - Re: Re: Departure from controlled flight (Bill Mauledriver Watson)
3. 10:09 AM - Re: N402RH Paint Pictures (Sean Stephens)
4. 02:48 PM - IO-540 C4B5 (Gwayne)
5. 03:03 PM - Re: IO-540 C4B5 (David Maib)
6. 03:20 PM - Re: IO-540 C4B5 (tom.on.the.road@juno.com)
7. 04:25 PM - Re: IO-540 C4B5 (Marcus Cooper)
8. 04:35 PM - Re: Has anyone considered making their own propeller? (Marcus Cooper)
9. 04:51 PM - Re: Has anyone considered making their own propeller? (Neal George)
10. 05:04 PM - Re: Departure from controlled flight (Bob Turner)
11. 08:54 PM - Low MP/Hi RPM (McGann, Ron)
Message 1
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| Subject: | N402RH Paint Pictures |
The paint was finished four days before we left for Oshkosh, Craig
Roberts painted it in Aurora OR.
_http://picasaweb.google.com/RobHickmanAFS/RV10PaintAndSV_
(http://picasaweb.google.com/RobHickmanAFS/RV10PaintAndSV) #
Rob Hickman
N402RH RV-10
Message 2
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| Subject: | Re: Departure from controlled flight |
Strangely, I can't wait to do some slips in my '10... or maybe I just
want to fly it.
I have zero experience in the '10 but I do like to slip aircraft.
Probably because some of my initial training was in a Schweizer 2-22
glider which had ineffective spoilers (yes, there is such a thing). So
what I'm saying below has nothing to do with the '10 and is just one
pilot's observations.
While it's important to maintain airspeed, I found that slips generally
required some back pressure to maintain speed and attitude. I found
this to be true in powered aircraft like my Maule and Cessnas as well as
in gliders. Conversly, I find myself naturally speeding up when I first
do a slip in an unfamiliar aircraft.
When you really need to slip in order to steepen the approach and
touchdown sooner, speeding up in a slip can create a problem when you
come out of it with excess speed while trying to touch down.
Furthermore, some aircraft's airspeed system is unreliable in a slip
making attitude even more important.
I like to try out slips at altitude to get the attitude picture and
stick feel when trimmed for normal approach. Then try them on approach
to lock in the attitude picture.
But all that's just because I like slips. Like tailwheels, I'm not sure
there are many real world applications for approach steepening slips on
aircraft with adequate flaps or brakes.
Anyway, thanks for flight reports. I'm salivating.
Bill
jkreidler wrote:
>
> 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 3
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| Subject: | Re: N402RH Paint Pictures |
Nice paint. But those AF screens caught my eye. :) They keep getting
better and better with each upgrade. Glad it is taking me so long to
get to the panel stage.
On Aug 18, 2009, at 10:56 AM, RobHickman@aol.com wrote:
> The paint was finished four days before we left for Oshkosh, Craig
> Roberts painted it in Aurora OR.
>
>
> http://picasaweb.google.com/RobHickmanAFS/RV10PaintAndSV#
>
>
> Rob Hickman
> N402RH RV-10
>
Message 4
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Anybody have any thoughts on this 250hp narrow deck engine for the -10 I am building.
Thanks
Wayne
--------
Wayne
RV 7 "eh?" 120 hrs
RV 10 fuse
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=258513#258513
Message 5
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I have a C4B5 in my airplane. The engine came out of an Aztec, so had
the wrong engine mount flanges. I had to order new ones from
Lycoming. Other than that, it works great.
David Maib
40559
Flying
On Aug 18, 2009, at 5:47 PM, Gwayne wrote:
>
> Anybody have any thoughts on this 250hp narrow deck engine for the
> -10 I am building.
>
> Thanks
>
> Wayne
>
> --------
> Wayne
> RV 7 "eh?" 120 hrs
> RV 10 fuse
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=258513#258513
>
>
Message 6
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Gwayne,
We've overhauled several and converted them for RV-10 use. They appear
to work well.
If you wanted to up the HP, you could even increase it with very little
effort.
Tom Lawson
970-420-1798
____________________________________________________________
Need cash? Click to get a loan.
http://thirdpartyoffers.juno.com/TGL2141/fc/BLSrjpTFRc8leuwM9V7E6sZM1UKgk37NeGL7yyHQhI2XHiNXX2q7jAFamK8/
Message 7
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I had a C4B5 on my Skybolt and it worked great! My understanding (limited
at best) is the only difference is the counterweights limiting the max RPM
10 2600 whereas the D4A5 can spin up to 2700 which is where the 10 extra hp
comes from, otherwise they are the same. I also had to swap out the
mounting ears as mine came from an Aztec, but that is not a big deal.
Marcus
Do not archive
-----Original Message-----
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Gwayne
Sent: Tuesday, August 18, 2009 5:48 PM
Subject: RV10-List: IO-540 C4B5
Anybody have any thoughts on this 250hp narrow deck engine for the -10 I am
building.
Thanks
Wayne
--------
Wayne
RV 7 "eh?" 120 hrs
RV 10 fuse
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=258513#258513
Message 8
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| Subject: | Has anyone considered making their own propeller? |
Andy,
Impressive thought to be willing to take on such a task! However, aside
from the design and construction issues which would not be small, the RV-10
seems to be the type airplane that really benefits from a constant speed
prop. IMO, the short takeoff roll and impressive climb followed by very
nice cruise speeds would be compromised with a fixed pitch prop. The
constant speed prop also helps get the beast slowed down on approach so a
fixed pitch prop would require a little more planning on arrival. The great
thing, though, is you can do whatever you want.
Marcus
40286, 430 hrs and counting
Do not archive
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Andrew Johnson
Sent: Monday, August 17, 2009 11:33 PM
Subject: RV10-List: 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 9
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| Subject: | Has anyone considered making their own propeller? |
Andy -
Dan Horton carved the prop for his bi-plane project. It was a major ordeal.
He had an experienced old-timer carve a one-blade blank, built a duplicator,
then had trouble getting a blank that was up to his standards. After much
time, effort and no small amount of angst, he has a beautiful prop that he
carved himself.
neal
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 10
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| Subject: | Re: Departure from controlled flight |
"I'm not sure
there are many real world applications for approach steepening slips on
aircraft with adequate flaps or brakes."
Normally, maybe not. But what about abnormal? e.g., an in-flight fire takes out
the electrical system (no flaps now), and there's a nice airport right below
you. Sure be nice to slip as much as possible.
--------
Bob Turner
RV-10 QB
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=258554#258554
Message 11
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Read an article on Vansairforce about pulling power and going full fine
to slow down. Following is my question to that forum:
"Hi folks,
Following is an extract from the Lycoming IO 540 operators manual:
"These engines are equipped with a dynamic counterweight system and must
be operated accordingly; avoid high engine speed, low manifold pressure
operation. Use a smooth steady movement of the throttle (avoid rapid
opening and closing). If this warning is not heeded, there could be
severe damage to the counterweights, roller and bushings."
So, if we use full fine pitch (high RPM) with the throttle all the way
off to slow down, aren't we inducing the condition we are warned
against?
I am a philistine when it comes to engine technology, and I'm on a
serious learning exercise on the proper management of my engine. But I
would have one **** of a time slowing down my -10 without the throttle
seriously retarded while maintaining cruise rpm.
A lot has been said about climb and cruise RPM/MP settings. But what are
acceptable RPM/MP settings for low speed/deceleration ops and how long
can these be sustained before the damage preempted in the Operators
Manual is realised??"
This list has been a mine of info for me, so would appreciate your
feedback on this one.
cheers,
Ron
RV-10
VH-XRM, flying in Oz
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