Today's Message Index:
----------------------
1. 05:35 AM - Re: Re: Departure from controlled flight (Bill Mauledriver Watson)
2. 06:18 AM - Re: Re: Departure from controlled flight (Richard Bibb)
3. 06:44 AM - Re: Seatbelt countersink (Lew Gallagher)
4. 06:59 AM - Re: Winglts ? (Lew Gallagher)
5. 04:33 PM - Re: IO-540 C4B5 (Tim Lewis)
6. 05:52 PM - Re: IO-540 C4B5 (David Maib)
7. 08:11 PM - Oil Cooler Size On RV-10...? (Matt Dralle)
8. 08:19 PM - Re: IO-540 C4B5 (Jim)
9. 08:36 PM - Overhead Console (Strasnuts)
10. 08:59 PM - Door locks (aerosport1)
Message 1
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| Subject: | Re: Departure from controlled flight |
No doubt!
I'm sitting here trying imagine the scenario... thinking Nomex would be
good.
I've had an electrical connection burn through and fill the (tiny)
cockpit with smoke. Very memorable. Couldn't get on the ground fast
enough. Problem was all I had was flaps. Very effective flaps but it
was a glider! Hard to describe the manuevering I did to get down. Talk
about some bad wiring.. and I did it.
Anyway, the slip would be very useful in the scenario you describe,
especially to lose altitude initially. But it would be a sad thing to
continue the slip through final approach and mishandle the plane enough
to depart controlled flight 200' off the deck and spin in. Being less
than proficient in no-flaps slips combined with the panic of anything
having to do with an airborne fire.
Interesting scenario.
Bill 'oil access door' Watson
40605
Bob Turner wrote:
>
> "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 2
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| Subject: | Re: Departure from controlled flight |
I just believe it is better to be familiar with how you aircraft handles in
all configurations based on having experiences and practiced them at safe
altitude rather than discovering them during the obvious stress-inducing
climate of an actual in-flight emergency.
I might not need a no-flap, slip to landing except only during an emergency;
then I will probably REALLY need it and it would be nice to have done one or
two beforehand....
Richard Bibb
972-771-2598
972-835-5979 mobile
-----Original Message-----
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Bill Mauledriver
Watson
Sent: Wednesday, August 19, 2009 7:31 AM
Subject: Re: RV10-List: Re: Departure from controlled flight
<MauleDriver@nc.rr.com>
No doubt!
I'm sitting here trying imagine the scenario... thinking Nomex would be
good.
I've had an electrical connection burn through and fill the (tiny)
cockpit with smoke. Very memorable. Couldn't get on the ground fast
enough. Problem was all I had was flaps. Very effective flaps but it
was a glider! Hard to describe the manuevering I did to get down. Talk
about some bad wiring.. and I did it.
Anyway, the slip would be very useful in the scenario you describe,
especially to lose altitude initially. But it would be a sad thing to
continue the slip through final approach and mishandle the plane enough
to depart controlled flight 200' off the deck and spin in. Being less
than proficient in no-flaps slips combined with the panic of anything
having to do with an airborne fire.
Interesting scenario.
Bill 'oil access door' Watson
40605
Bob Turner wrote:
>
> "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 3
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| Subject: | Re: Seatbelt countersink |
OK, the countersink is on the move again!
First to Eric Kallio, then Tim Dawson-Townsend, and back to me. Yes, the original
is getting dull, so I've sent both out -- take your pick, sharpen them if
that's possible, whatever.
You might want to post when it arrives, when you've sent it on, if you've added
others to the list, etc. so we can keep up with it.
Later, - Lew
do not archive
--------
non-pilot
crazy about building
NOW OFICIALLY BUILDER #40549
Painting done!
On with wiring and avionics.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=258651#258651
Message 4
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Thanks for the thoughts about winglets.
Any new information from OSH on this? Maybe it's like some have said -- the winglets
on new models similar to the -10 are just to look cool ... and they do!
Later, - Lew
--------
non-pilot
crazy about building
NOW OFICIALLY BUILDER #40549
Painting done!
On with wiring and avionics.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=258658#258658
Message 5
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According to the Lycoming IO-540 Parts Catalog (PC-215-1, June 1993),
the C4B5 and D4A5 use the same counterweights (LW-19227) and same
rollers (72797). Going through the parts catalog, I found that every
single part is identical except for some different options on engine
mounting brackets ("ears") and oil filler/dipstick. Lycoming tech
support (@ OSH) confirmed this. They confirmed the C4B5 can safely run
at 2700 rpm just like the D4A5, producing the same horsepower, because
they are the same engine.
Tim
--
Tim Lewis -- HEF (Manassas, VA)
RV-6A N47TD -- 1060 hrs
RV-10 N31TD -- Painting done, final assembly -- OSH 2010 or bust
Marcus Cooper wrote:
>
> 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
> To: rv10-list@matronics.com
> 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 6
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My engine shop in Minneapolis, (Bolduc) confirmed this, as well.
David Maib
40559
Flying
On Aug 19, 2009, at 7:31 PM, Tim Lewis wrote:
>
> According to the Lycoming IO-540 Parts Catalog (PC-215-1, June
> 1993), the C4B5 and D4A5 use the same counterweights (LW-19227) and
> same rollers (72797). Going through the parts catalog, I found
> that every single part is identical except for some different
> options on engine mounting brackets ("ears") and oil filler/
> dipstick. Lycoming tech support (@ OSH) confirmed this. They
> confirmed the C4B5 can safely run at 2700 rpm just like the D4A5,
> producing the same horsepower, because they are the same engine.
>
> Tim
>
> --
> Tim Lewis -- HEF (Manassas, VA)
> RV-6A N47TD -- 1060 hrs
> RV-10 N31TD -- Painting done, final assembly -- OSH 2010 or bust
>
>
> Marcus Cooper wrote:
>>
>> 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
>> To: rv10-list@matronics.com
>> 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 7
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| Subject: | Oil Cooler Size On RV-10...? |
Hey, what size oil cooler to the RV-10's use? Is it the same on on the -7's and
-8's? "Oil Cooler II". Or, do they use a larger one?
I've got a SW10610R for my IO-390 on the RV-8 which is a monster sized cooler.
The stock "FF-709" mounting bracket is way too small. Does Van's have a larger
one available? What's used on the RV-10?
I guess that I could make one, but I'd rather Van's CNC punch did, if you know
what I mean...?
Thanks!
Matt Dralle
RV-8 #82880 N998RV
http://www.mykitlog.com/dralle
FWF
Message 8
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YES IT DOES!
I have a C4B5 and I do have it set up for
2700 RPM. Only use it for a short period but what a ride!
Changed out the left retard mag with a Lightspeed Plasma III. Had
Airflow Performance overhaul the injector system. Changed the
mounting ears as well
Jim C
40192 (N312F) Flying 100 hours
in 9 months
Do Not Archive
--> RV10-List message posted
by: Tim Lewis <timrvator@comcast.net>
According to the
Lycoming IO-540 Parts Catalog (PC-215-1, June 1993),
the C4B5 and
D4A5 use the same counterweights (LW-19227) and same
rollers (72797).
Going through the parts catalog, I found that every
single part is
identical except for some different options on engine
mounting
brackets ("ears") and oil filler/dipstick. Lycoming tech
support (@ OSH) confirmed this. They confirmed the C4B5 can safely
run
at 2700 rpm just like the D4A5, producing the same horsepower,
because
they are the same engine.
Tim
--
Tim Lewis -- HEF (Manassas, VA)
RV-6A N47TD -- 1060 hrs
RV-10
N31TD -- Painting done, final assembly -- OSH 2010 or bust
Marcus Cooper wrote:
"Marcus Cooper" <coop85@verizon.net>
>
> 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
> To:
rv10-list@matronics.com
> Subject: RV10-List: IO-540 C4B5
>
<waynepedersen4@gmail.com>
>
> 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
>
>
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Message 9
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| Subject: | Overhead Console |
I am getting ready to order an overhead console. Anyone have one they REALLY like?
or suggest?
--------
Cust. #40936
RV-10 SB Fuselage
N801VR reserved
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=258777#258777
Message 10
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I have seen some door locks with the stock door handles that are about 2 inches
in front of the outside door handle. Can anyone post some pictures
on how these were done with the stock door hardware on the inside of the door.
Thanks Geoff
--------
Geoff Combs
RV-10 QB N829GW
Finishing
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=258780#258780
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