Today's Message Index:
----------------------
1. 04:23 AM - Re: fuel transducer (orchidman)
2. 05:58 AM - Re: fuel transducer (Strasnuts)
3. 06:04 AM - Re: Re: fuel transducer (Bill Mauledriver Watson)
4. 06:08 AM - firewall fwd (Linn Walters)
5. 06:23 AM - Re: Flight Testing Process (tgesele@optonline.net)
6. 06:30 AM - Re: firewall fwd (nukeflyboy)
7. 06:40 AM - Re: BPE IO-540, VS LS-2 (RV Builder (Michael Sausen))
8. 07:50 AM - Re: Re: fuel transducer (William Curtis)
9. 07:59 AM - Re: Re: fuel transducer (William Curtis)
10. 08:10 AM - Re: BPE IO-540, VS LS-2 (Danny Riggs)
11. 08:19 AM - Re: Re: fuel transducer (Perry, Phil)
12. 08:46 AM - Re: firewall fwd (orchidman)
13. 08:57 AM - Re: Re: fuel transducer (gary)
14. 09:11 AM - Re: Re: firewall fwd (Bill Mauledriver Watson)
15. 09:11 AM - Re: BPE IO-540, VS LS-2 (Thane States)
16. 09:14 AM - Re: Re: fuel transducer (Robin Marks)
17. 09:21 AM - Re: Re: fuel transducer (Robin Marks)
18. 09:44 AM - Re: BPE IO-540, VS LS-2 (Robin Marks)
19. 09:48 AM - Re: fuel transducer (tsts4)
20. 10:23 AM - Re: BPE IO-540, VS LS-2 (Rick Sked)
21. 10:42 AM - Re: Re: fuel transducer (William Curtis)
22. 10:42 AM - Re: Re: fuel transducer (William Curtis)
23. 10:47 AM - Re: BPE IO-540, VS LS-2 (Deems Davis)
24. 11:40 AM - Re: BPE IO-540, VS LS-2 (Rick Sked)
25. 11:55 AM - QB Fuselage Question (Kelly McMullen)
26. 12:06 PM - Re: BPE IO-540, VS LS-2 (Bob Turner)
27. 12:19 PM - Re: QB Fuselage Question (Tim Olson)
28. 12:24 PM - Re: Re: BPE IO-540, VS LS-2 (Condrey, Bob (US SSA))
29. 12:57 PM - Re: QB Fuselage Question (Perry, Phil)
30. 01:14 PM - AFM RPM Transducer on Magnet or LSI? (Michael Wellenzohn)
31. 01:24 PM - Re: QB Fuselage Question (Jim Berry)
32. 01:38 PM - Re: QB Fuselage Question (David McNeill)
33. 01:54 PM - Re: QB Fuselage Question (Kelly McMullen)
34. 01:54 PM - Re: Re: fuel transducer (Robin Marks)
35. 05:13 PM - Re: Re: QB Fuselage Question (Kelly McMullen)
36. 05:23 PM - Re: AFM RPM Transducer on Magnet or LSI? (Jim)
37. 05:23 PM - Re: QB Fuselage Question (David Maib)
38. 06:44 PM - Re: AFM RPM Transducer on Magnet or LSI? (Don McDonald)
39. 07:40 PM - Re: BPE IO-540, VS LS-2 (johngoodman)
40. 07:40 PM - Re: fuel transducer (rvdave)
41. 07:54 PM - Re: QB Fuselage Question (johngoodman)
42. 07:58 PM - Re: Re: fuel transducer (ricksked@embarqmail.com)
43. 08:17 PM - Re: Re: QB Fuselage Question (Kelly McMullen)
44. 08:20 PM - Engine mount boos nuts and washers (John Gonzalez)
45. 08:22 PM - Re: QB Fuselage Question (Jim Berry)
46. 08:34 PM - Re: Re: QB Fuselage Question (Perry, Phil)
47. 08:34 PM - Re: QB Fuselage Question (johngoodman)
48. 09:48 PM - Re: Engine mount boos nuts and washers (Pascal)
49. 09:56 PM - Garmin G3X (Strasnuts)
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| Subject: | Re: fuel transducer |
If you are going with AFS, it comes with the kit. I would put it up front and
go with the stock fuel pump & filter in the stock location.
Some of the early AFS supplied transducers had a leak but were recalled by the
manufacturer and the current ones are tight and accurate.
--------
Gary Blankenbiller
RV10 - # 40674
(N2GB Flying)
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=268022#268022
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| Subject: | Re: fuel transducer |
RVDAVE,
I called Stein and asked them which transducer worked with AFS. They said the
red cube which is the FT-60 not the flo-scan. So they shipped me one for 200
bucks and then they'll take that off the screen price when you purchase those
down the road. I drilled out my stock location mounting rivets and filled with
3-3's. I saved the mount for mounting it in the firewall location since builders
were having better luck and precision with that. Stock location works too,
it gives you very little fluctuations from being so close to the fuel pump.
I believe the transducer will work with a lot of different avionics. I really
haven't decided mine yet.
--------
Cust. #40936
RV-10 SB Fuselage
N801VR reserved
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=268039#268039
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| Subject: | Re: fuel transducer |
And if you are going with GRT, they have their own.
I think you want to wait until you decide on 1) the brand of the
equipment that will be reading it, 2) your equipment acquisition
method. The sensor is brand specific as far as I know and if you use a
Stein-type builder, they will get the sensor to you when needed. If you
are a DIY panel guy, you work with whoever you get the equipment from.
I don't think there's any hurry. The location(s) is easily accessible
later. Panel brand preferences will change. Acting sooner than later
could cost a few bucks. And read up on the location of sensor to reduce
fuel pump turbulence - I don't know if that's a real issue or not but it
has been discussed.
Bill "got to go to work" Watson
orchidman wrote:
>
> If you are going with AFS, it comes with the kit. I would put it up front and
go with the stock fuel pump & filter in the stock location.
> Some of the early AFS supplied transducers had a leak but were recalled by the
manufacturer and the current ones are tight and accurate.
>
> --------
> Gary Blankenbiller
> RV10 - # 40674
> (N2GB Flying)
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=268022#268022
>
>
>
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I'm getting ready to order the FFWD kit, and ask the same question that
Nukeboy (I really want to see his alternative engine) did ..... but
don't see any replies to his query:
http://forums.matronics.com/viewtopic.php?p=262431#262431
Any updates???
I sent an email to Aircrafthoses.com for a current price.
Linn
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| Subject: | Re: Flight Testing Process |
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| Subject: | Re: firewall fwd |
Actually there were a few replies. Check again because there were duplicate messages
and you may have seen to one that everyone ignored.
My FWF kit (sans oil cooler and alternator) is being delivered today. I will give
an update once I've had a chance to inspect it.
--------
Dave Moore
RV-6 flying
RV-10 QB - cabin top/fiberglass hell
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=268051#268051
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| Subject: | BPE IO-540, VS LS-2 |
Thanks Thane. I'm a big proponent of auto conversions, although I also w
ent with a Barrett engine, but we need more data to understand the true va
lue of the auto conversions. Any reports like this really help.
Michael
From: owner-rv10-list-server@matronics.com [mailto:owner-rv10-list-server@m
atronics.com] On Behalf Of Thane States
Sent: Wednesday, October 14, 2009 9:00 PM
Subject: RV10-List: BPE IO-540, VS LS-2
Just thought I would post some comparisons of a flight from Oshkosh this ye
ar.
I am not trying to stir up the pot, but rather offer some very basic info I
got when I flew with another RV-10 this year.
As you all know there is a huge debate about the merits of auto conversions
, vs. standard power plants.
FACTS:
My RV-10 :was loaded with full fuel, 60 gallons.
3, pax. and camping gear.
I have the BPE IO-540; 288 h.p. CAI. Hartzell blended 2 bl
ade prop.
James plenum and holy cowl, and main wheel pants.
Other RV-10 : loaded with 50 gallons of fuel, due to fuel leak.
2 pax. and camping gear, lots of tools.
LS-2; 350 h.p. 3 blade prop, not sure which one.
We took off in loose formation climbing up to 11,500
After my initial pwr. reduction to 25" 2500 rpm, I was told by the oth
er RV-10 that I was pulling away from him, so I pulled the pwr back to arou
nd 23" and he said he was able to keep up.
Later in cruise, I was again asked to pull back due to pulling away fro
m him.
I finally ran at 55% pwr LOP. 10 GPH. And he was comfortable and kept
up fine.
However, After we compared stats, he advised me that he was burning 13
-14 GPH. When I was still at 10 GPH.
We continued on our flight constantly comparing #'s We ran approx. the
same prop speed and pwr settings as stated.
However after around 2:45 in cruise and 10 minutes from fuel stop, the
other RV-10 stated that he had only 30 minutes of fuel left, when I had 3
hrs. left.
We did find out that the other tank might have had a fuel leak in it a
s well. This is what he told me I could no validate that, just interesting
, I thought.
So just my observation. I could clearly pull away from a much more powerfu
l LS-2 powered RV-10 in climb and in cruise. And all the while burning far
less gas.
Again none of this was pre planned and at all scientific. Just 2 RV-10'S h
aving fun and heading in the same direction on a beautiful day.
I don't know at what speed he would have been able to keep up and I don't k
now how accurate his fuel burn #'s were, I know mine are close to spot on!
!
Just thought I would share this info with those who may be on the fence abo
ut pwr. plant choice.
I know I could not be more pleased with my engine choice!
Thane States
#40337
Message 8
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| Subject: | Re: fuel transducer |
If you are going with AFS system, it is probably best to purchase the 6 CLY
Sensor kit. AFS packages the sensor kit separately. In this kit are all
the engine probes, sensors (including fuel flow) and wiring harness. That
way you can install and pre-wire all those items without having to shell out
for the EFIS or EM until you need it. Spruce has the 6 cylinder Sensor kit
for $1,300. All my sensors and probes are installed, my EFIS and EM wiring
is done, but I still haven't purchased the EFIS or EM units yet.
http://www.aircraftspruce.com/catalog/avpages/af3400.php
As been mentioned previously, AFS uses the Electronics International "Red
Cube" flow transducer. I believe GRT still uses the original FloScan brand
transducer.
William
http://wcurtis.nerv10.com/
On Thu, Oct 15, 2009 at 8:57 AM, Strasnuts <sean@braunandco.com> wrote:
>
> RVDAVE,
> I called Stein and asked them which transducer worked with AFS. They said
> the red cube which is the FT-60 not the flo-scan. So they shipped me one
> for 200 bucks and then they'll take that off the screen price when you
> purchase those down the road. I drilled out my stock location mounting
> rivets and filled with 3-3's. I saved the mount for mounting it in the
> firewall location since builders were having better luck and precision with
> that. Stock location works too, it gives you very little fluctuations from
> being so close to the fuel pump. I believe the transducer will work with a
> lot of different avionics. I really haven't decided mine yet.
>
> --------
> Cust. #40936
> RV-10 SB Fuselage
> N801VR reserved
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=268039#268039
>
>
Message 9
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|
| Subject: | Re: fuel transducer |
Though physically different, electrically both the Electronics International
(EI) "Red Cube" (used by EI and AFS) and FloScan (used by JPI, GRT, et al)
are the same.
The FloScan part used to be the only game in town. Fuel flow sensors used to
cost around $600. EI developed their own electrically compatible "Red Cube"
to offer with their line of engine instruments and the competition has
brought the price of fuel flow sensors down to about $200. Both units are
fully TSO'd--not that it matter for experimentals.
William
http://wcurtis.nerv10.com/
On Thu, Oct 15, 2009 at 9:00 AM, Bill Mauledriver Watson <
MauleDriver@nc.rr.com> wrote:
> MauleDriver@nc.rr.com>
>
> And if you are going with GRT, they have their own.
>
> I think you want to wait until you decide on 1) the brand of the equipment
> that will be reading it, 2) your equipment acquisition method. The sensor
> is brand specific as far as I know and if you use a Stein-type builder, they
> will get the sensor to you when needed. If you are a DIY panel guy, you
> work with whoever you get the equipment from.
> I don't think there's any hurry. The location(s) is easily accessible
> later. Panel brand preferences will change. Acting sooner than later could
> cost a few bucks. And read up on the location of sensor to reduce fuel pump
> turbulence - I don't know if that's a real issue or not but it has been
> discussed.
>
> Bill "got to go to work" Watson
>
> orchidman wrote:
>
>>
>> If you are going with AFS, it comes with the kit. I would put it up front
>> and go with the stock fuel pump & filter in the stock location.
>> Some of the early AFS supplied transducers had a leak but were recalled by
>> the manufacturer and the current ones are tight and accurate.
>>
>> --------
>> Gary Blankenbiller
>> RV10 - # 40674
>> (N2GB Flying)
>>
>>
>>
>>
>> Read this topic online here:
>>
>> http://forums.matronics.com/viewtopic.php?p=268022#268022
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>
>
Message 10
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| Subject: | BPE IO-540, VS LS-2 |
What brand of PSRU did your friend have? Type of prop? Prop choice can also
make a huge difference. Pretty hard to beat a Barrett Precision engine. i
just wish I had the $52k they quoted me at Oshkosh!
From: rvbuilder@sausen.net
Subject: RE: RV10-List: BPE IO-540=2C VS LS-2
Thanks Thane. I=92m a big proponent of auto conversions=2C although I al
so went with a Barrett engine=2C but we need more data to understand the t
rue value of the auto conversions. Any reports like this really help.
Michael
From: owner-rv10-list-server@matronics.com [mailto:owner-rv10-list-server@m
atronics.com] On Behalf Of Thane States
Sent: Wednesday=2C October 14=2C 2009 9:00 PM
Subject: RV10-List: BPE IO-540=2C VS LS-2
Just thought I would post some comparisons of a flight from Oshkosh this ye
ar.
I am not trying to stir up the pot=2C but rather offer some very basic info
I got when I flew with another RV-10 this year.
As you all know there is a huge debate about the merits of auto conversions
=2C vs. standard power plants.
FACTS:
My RV-10 :was loaded with full fuel=2C 60 gallons.
3=2C pax. and camping gear.
I have the BPE IO-540=3B 288 h.p. CAI. Hartzell blended 2
blade prop.
James plenum and holy cowl=2C and main wheel pants.
Other RV-10 : loaded with 50 gallons of fuel=2C due to fuel leak.
2 pax. and camping gear=2C lots of tools.
LS-2=3B 350 h.p. 3 blade prop=2C not sure which one.
We took off in loose formation climbing up to 11=2C500
After my initial pwr. reduction to 25" 2500 rpm=2C I was told by the o
ther RV-10 that I was pulling away from him=2C so I pulled the pwr back to
around 23" and he said he was able to keep up.
Later in cruise=2C I was again asked to pull back due to pulling away f
rom him.
I finally ran at 55% pwr LOP. 10 GPH. And he was comfortable and kept
up fine.
However=2C After we compared stats=2C he advised me that he was burnin
g 13-14 GPH. When I was still at 10 GPH.
We continued on our flight constantly comparing #'s We ran approx. the
same prop speed and pwr settings as stated.
However after around 2:45 in cruise and 10 minutes from fuel stop=2C t
he other RV-10 stated that he had only 30 minutes of fuel left=2C when I ha
d 3 hrs. left.
We did find out that the other tank might have had a fuel leak in it a
s well. This is what he told me I could no validate that=2C just interesti
ng=2C I thought.
So just my observation. I could clearly pull away from a much more powerfu
l LS-2 powered RV-10 in climb and in cruise. And all the while burning far
less gas.
Again none of this was pre planned and at all scientific. Just 2 RV-10'S h
aving fun and heading in the same direction on a beautiful day.
I don't know at what speed he would have been able to keep up and I don't k
now how accurate his fuel burn #'s were=2C I know mine are close to spot o
n!!
Just thought I would share this info with those who may be on the fence abo
ut pwr. plant choice.
I know I could not be more pleased with my engine choice!
Thane States
#40337 http://www.matronics.com/Navigator?RV10-Listhttp://forums.matronics
.comhttp://www.matronics.com/contribution
_________________________________________________________________
Hotmail: Free=2C trusted and rich email service.
Message 11
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| Subject: | Re: fuel transducer |
What does the G900X use?
Phil
From: William Curtis [mailto:wcurtis@nerv10.com]
Sent: Thursday, October 15, 2009 9:58 AM
Subject: Re: RV10-List: Re: fuel transducer
Though physically different, electrically both the Electronics
International (EI) "Red Cube" (used by EI and AFS) and FloScan (used by
JPI, GRT, et al) are the same.
The FloScan part used to be the only game in town. Fuel flow sensors
used to cost around $600. EI developed their own electrically
compatible "Red Cube" to offer with their line of engine instruments and
the competition has brought the price of fuel flow sensors down to about
$200. Both units are fully TSO'd--not that it matter for experimentals.
William
http://wcurtis.nerv10.com/
On Thu, Oct 15, 2009 at 9:00 AM, Bill Mauledriver Watson
<MauleDriver@nc.rr.com> wrote:
<MauleDriver@nc.rr.com>
And if you are going with GRT, they have their own.
I think you want to wait until you decide on 1) the brand of the
equipment that will be reading it, 2) your equipment acquisition method.
The sensor is brand specific as far as I know and if you use a
Stein-type builder, they will get the sensor to you when needed. If you
are a DIY panel guy, you work with whoever you get the equipment from.
I don't think there's any hurry. The location(s) is easily accessible
later. Panel brand preferences will change. Acting sooner than later
could cost a few bucks. And read up on the location of sensor to reduce
fuel pump turbulence - I don't know if that's a real issue or not but it
has been discussed.
Bill "got to go to work" Watson
orchidman wrote:
If you are going with AFS, it comes with the kit. I would put it up
front and go with the stock fuel pump & filter in the stock location.
Some of the early AFS supplied transducers had a leak but were recalled
by the manufacturer and the current ones are tight and accurate.
--------
Gary Blankenbiller
RV10 - # 40674
(N2GB Flying)
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=268022#268022
List Un/Subscription,
www.matronics.com/Navigator?RV10-List"
target="_blank">http://www.matronics.com/Navigator?RV10-List
ronics.com/" target="_blank">http://forums.matronics.com
Matt Dralle, List Admin.
====
Message 12
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| Subject: | Re: firewall fwd |
pitts_pilot(at)bellsouth. wrote:
> I'm getting ready to order the FFWD kit, and ask the same question that
> Nukeboy (I really want to see his alternative engine) did ..... but
> don't see any replies to his query:
> Any updates???
>
I went with out the oil cooler and went with the throttle quad. Because of that,
I increased the length of my 3 control cables from what Vans stock quad lengths
are. What they want to provide are a bit short.
I would do the exact same thing again.
--------
Gary Blankenbiller
RV10 - # 40674
(N2GB Flying)
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=268076#268076
Message 13
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| Subject: | Re: fuel transducer |
FloScan
Gary Specketer
_____
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Perry, Phil
Sent: Thursday, October 15, 2009 11:15 AM
Subject: RE: RV10-List: Re: fuel transducer
What does the G900X use?
Phil
From: William Curtis [mailto:wcurtis@nerv10.com]
Sent: Thursday, October 15, 2009 9:58 AM
Subject: Re: RV10-List: Re: fuel transducer
Though physically different, electrically both the Electronics International
(EI) "Red Cube" (used by EI and AFS) and FloScan (used by JPI, GRT, et al)
are the same.
The FloScan part used to be the only game in town. Fuel flow sensors used to
cost around $600. EI developed their own electrically compatible "Red Cube"
to offer with their line of engine instruments and the competition has
brought the price of fuel flow sensors down to about $200. Both units are
fully TSO'd--not that it matter for experimentals.
William
http://wcurtis.nerv10.com/
On Thu, Oct 15, 2009 at 9:00 AM, Bill Mauledriver Watson
<MauleDriver@nc.rr.com> wrote:
<MauleDriver@nc.rr.com>
And if you are going with GRT, they have their own.
I think you want to wait until you decide on 1) the brand of the equipment
that will be reading it, 2) your equipment acquisition method. The sensor
is brand specific as far as I know and if you use a Stein-type builder, they
will get the sensor to you when needed. If you are a DIY panel guy, you
work with whoever you get the equipment from.
I don't think there's any hurry. The location(s) is easily accessible
later. Panel brand preferences will change. Acting sooner than later could
cost a few bucks. And read up on the location of sensor to reduce fuel pump
turbulence - I don't know if that's a real issue or not but it has been
discussed.
Bill "got to go to work" Watson
orchidman wrote:
If you are going with AFS, it comes with the kit. I would put it up front
and go with the stock fuel pump & filter in the stock location.
Some of the early AFS supplied transducers had a leak but were recalled by
the manufacturer and the current ones are tight and accurate.
--------
Gary Blankenbiller
RV10 - # 40674
(N2GB Flying)
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=268022#268022
List Un/Subscription,
www.matronics.com/Navigator?RV10-List"
target="_blank">http://www.matronics.com/Navigator?RV10-List
ronics.com/" target="_blank">http://forums.matronics.com
Matt Dralle, List Admin.
====
http://www.matronics.com/Navigator?RV10-List
http://forums.matronics.com
http://www.matronics.com/contribution
Message 14
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| Subject: | Re: firewall fwd |
I'd second that point. The standard cable lengths sent for the quadrant
will work but it's very tight. Even an inch or 2 would make a
significant difference.
> I went with out the oil cooler and went with the throttle quad. Because of that,
I increased the length of my 3 control cables from what Vans stock quad lengths
are. What they want to provide are a bit short.
> I would do the exact same thing again.
>
> --------
> Gary Blankenbiller
> RV10 - # 40674
> (N2GB Flying)
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=268076#268076
>
>
>
Message 15
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| Subject: | Re: BPE IO-540, VS LS-2 |
This individual was a guy who camped next to us. I never asked what kit
he used, PSRU, or prop. Again I never thjought we would be running
together that day.
The real reason ha tagged along was due to the fact that I had XM, WX.
He had Blue Mountain and did not have that capability.
Interesting that the BPE seems to have gone up in price, I paid around
$44 K. for mine 2 yrs ago.
Still when I get in and put my Family in the airplane, it was worth
every penny.
I also have fine tunned my restrictors, and can run LOP within around 15
degrees. Runs realy smooth. I love it.
At LOP 55% I get around 155 kts TAS.
Thane
----- Original Message -----
From: Danny Riggs
To: rv10-list@matronics.com
Sent: Thursday, October 15, 2009 11:04 AM
Subject: RE: RV10-List: BPE IO-540, VS LS-2
What brand of PSRU did your friend have? Type of prop? Prop choice can
also make a huge difference. Pretty hard to beat a Barrett Precision
engine. i just wish I had the $52k they quoted me at Oshkosh!
-------------------------------------------------------------------------
-----
From: rvbuilder@sausen.net
To: rv10-list@matronics.com
Date: Thu, 15 Oct 2009 08:35:00 -0500
Subject: RE: RV10-List: BPE IO-540, VS LS-2
Thanks Thane. I=92m a big proponent of auto conversions, although I
also went with a Barrett engine, but we need more data to understand
the true value of the auto conversions. Any reports like this really
help.
Michael
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Thane States
Sent: Wednesday, October 14, 2009 9:00 PM
To: rv10-list@matronics.com
Subject: RV10-List: BPE IO-540, VS LS-2
Just thought I would post some comparisons of a flight from Oshkosh
this year.
I am not trying to stir up the pot, but rather offer some very basic
info I got when I flew with another RV-10 this year.
As you all know there is a huge debate about the merits of auto
conversions, vs. standard power plants.
FACTS:
My RV-10 :was loaded with full fuel, 60 gallons.
3, pax. and camping gear.
I have the BPE IO-540; 288 h.p. CAI. Hartzell blended
2 blade prop.
James plenum and holy cowl, and main wheel pants.
Other RV-10 : loaded with 50 gallons of fuel, due to fuel leak.
2 pax. and camping gear, lots of tools.
LS-2; 350 h.p. 3 blade prop, not sure which one.
We took off in loose formation climbing up to 11,500
After my initial pwr. reduction to 25" 2500 rpm, I was told by
the other RV-10 that I was pulling away from him, so I pulled the pwr
back to around 23" and he said he was able to keep up.
Later in cruise, I was again asked to pull back due to pulling
away from him.
I finally ran at 55% pwr LOP. 10 GPH. And he was comfortable and
kept up fine.
However, After we compared stats, he advised me that he was
burning 13-14 GPH. When I was still at 10 GPH.
We continued on our flight constantly comparing #'s We ran
approx. the same prop speed and pwr settings as stated.
However after around 2:45 in cruise and 10 minutes from fuel
stop, the other RV-10 stated that he had only 30 minutes of fuel left,
when I had 3 hrs. left.
We did find out that the other tank might have had a fuel leak in
it as well. This is what he told me I could no validate that, just
interesting, I thought.
So just my observation. I could clearly pull away from a much more
powerful LS-2 powered RV-10 in climb and in cruise. And all the while
burning far less gas.
Again none of this was pre planned and at all scientific. Just 2
RV-10'S having fun and heading in the same direction on a beautiful day.
I don't know at what speed he would have been able to keep up and I
don't know how accurate his fuel burn #'s were, I know mine are close
to spot on!!
Just thought I would share this info with those who may be on the
fence about pwr. plant choice.
I know I could not be more pleased with my engine choice!
Thane States
#40337
http://www.matronics.com/Navigator?RV10-Listhttp://forums.matronics.comht
tp://www.matronics.com/contribution
ttp://www.matronics.com/Navigator?RV10-List
ronics.com
ww.matronics.com/contribution
-------------------------------------------------------------------------
-----
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Message 16
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| Subject: | Re: fuel transducer |
The G900X uses the UMA Fuel Pressure Transducer
I have had one go bad so far (under warranty).
Seems to me you need to know what avionics suite you are going to fly
behind before purchasing the sensors.
Robin
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Perry, Phil
Sent: Thursday, October 15, 2009 8:15 AM
Subject: RE: RV10-List: Re: fuel transducer
What does the G900X use?
Phil
From: William Curtis [mailto:wcurtis@nerv10.com]
Sent: Thursday, October 15, 2009 9:58 AM
Subject: Re: RV10-List: Re: fuel transducer
Though physically different, electrically both the Electronics
International (EI) "Red Cube" (used by EI and AFS) and FloScan (used by
JPI, GRT, et al) are the same.
The FloScan part used to be the only game in town. Fuel flow sensors
used to cost around $600. EI developed their own electrically
compatible "Red Cube" to offer with their line of engine instruments and
the competition has brought the price of fuel flow sensors down to about
$200. Both units are fully TSO'd--not that it matter for experimentals.
William
http://wcurtis.nerv10.com/
On Thu, Oct 15, 2009 at 9:00 AM, Bill Mauledriver Watson
<MauleDriver@nc.rr.com> wrote:
<MauleDriver@nc.rr.com>
And if you are going with GRT, they have their own.
I think you want to wait until you decide on 1) the brand of the
equipment that will be reading it, 2) your equipment acquisition method.
The sensor is brand specific as far as I know and if you use a
Stein-type builder, they will get the sensor to you when needed. If you
are a DIY panel guy, you work with whoever you get the equipment from.
I don't think there's any hurry. The location(s) is easily accessible
later. Panel brand preferences will change. Acting sooner than later
could cost a few bucks. And read up on the location of sensor to reduce
fuel pump turbulence - I don't know if that's a real issue or not but it
has been discussed.
Bill "got to go to work" Watson
orchidman wrote:
If you are going with AFS, it comes with the kit. I would put it up
front and go with the stock fuel pump & filter in the stock location.
Some of the early AFS supplied transducers had a leak but were recalled
by the manufacturer and the current ones are tight and accurate.
--------
Gary Blankenbiller
RV10 - # 40674
(N2GB Flying)
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=268022#268022
List Un/Subscription,
www.matronics.com/Navigator?RV10-List"
target="_blank">http://www.matronics.com/Navigator?RV10-List
ronics.com/" target="_blank">http://forums.matronics.com
Matt Dralle, List Admin.
====
http://www.matronics.com/Navigator?RV10-List
http://forums.matronics.com
http://www.matronics.com/contribution
Checked by AVG - www.avg.com
10/14/09 18:32:00
Message 17
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| Subject: | Re: fuel transducer |
Phil,
Allow me to clarify the G900x sensor selection (attached).
Robin
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Perry, Phil
Sent: Thursday, October 15, 2009 8:15 AM
Subject: RE: RV10-List: Re: fuel transducer
What does the G900X use?
Phil
From: William Curtis [mailto:wcurtis@nerv10.com]
Sent: Thursday, October 15, 2009 9:58 AM
Subject: Re: RV10-List: Re: fuel transducer
Though physically different, electrically both the Electronics
International (EI) "Red Cube" (used by EI and AFS) and FloScan (used by
JPI, GRT, et al) are the same.
The FloScan part used to be the only game in town. Fuel flow sensors
used to cost around $600. EI developed their own electrically
compatible "Red Cube" to offer with their line of engine instruments and
the competition has brought the price of fuel flow sensors down to about
$200. Both units are fully TSO'd--not that it matter for experimentals.
William
http://wcurtis.nerv10.com/
On Thu, Oct 15, 2009 at 9:00 AM, Bill Mauledriver Watson <
MauleDriver@nc.rr.com> wrote:
MauleDriver@nc.rr.com>
And if you are going with GRT, they have their own.
I think you want to wait until you decide on 1) the brand of the
equipment that will be reading it, 2) your equipment acquisition method.
The sensor is brand specific as far as I know and if you use a
Stein-type builder, they will get the sensor to you when needed. If you
are a DIY panel guy, you work with whoever you get the equipment from.
I don't think there's any hurry. The location(s) is easily accessible
later. Panel brand preferences will change. Acting sooner than later
could cost a few bucks. And read up on the location of sensor to reduce
fuel pump turbulence - I don't know if that's a real issue or not but it
has been discussed.
Bill "got to go to work" Watson
orchidman wrote:
If you are going with AFS, it comes with the kit. I would put it up
front and go with the stock fuel pump & filter in the stock location.
Some of the early AFS supplied transducers had a leak but were recalled
by the manufacturer and the current ones are tight and accurate.
--------
Gary Blankenbiller
RV10 - # 40674
(N2GB Flying)
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=268022#268022
List Un/Subscription,
www.matronics.com/Navigator?RV10-List"
target="_blank">http://www.matronics.com/Navigator?RV10-List
ronics.com/" target="_blank">http://forums.matronics.com
Matt Dralle, List Admin.
====
http://www.matronics.com/Navigator?RV10-List
http://forums.matronics.com
http://www.matronics.com/contribution
Checked by AVG - www.avg.com
10/14/09 18:32:00
Message 18
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| Subject: | BPE IO-540, VS LS-2 |
Yikes, an alternative engine, Blue Mountain Avionics? Were his seats
cushions made out of broken glass? That is asking for challenges.
I recall my BPA was also around $44 or so and I had the FF Cold
Induction and a few other goodies. You may want to double check with
them.
Robin
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Thane States
Sent: Thursday, October 15, 2009 9:07 AM
Subject: Re: RV10-List: BPE IO-540, VS LS-2
This individual was a guy who camped next to us. I never asked what kit
he used, PSRU, or prop. Again I never thjought we would be running
together that day.
The real reason ha tagged along was due to the fact that I had XM, WX.
He had Blue Mountain and did not have that capability.
Interesting that the BPE seems to have gone up in price, I paid around
$44 K. for mine 2 yrs ago.
Still when I get in and put my Family in the airplane, it was worth
every penny.
I also have fine tunned my restrictors, and can run LOP within around 15
degrees. Runs realy smooth. I love it.
At LOP 55% I get around 155 kts TAS.
Thane
----- Original Message -----
From: Danny Riggs <mailto:jdriggs49@msn.com>
To: rv10-list@matronics.com
Sent: Thursday, October 15, 2009 11:04 AM
Subject: RE: RV10-List: BPE IO-540, VS LS-2
What brand of PSRU did your friend have? Type of prop? Prop
choice can also make a huge difference. Pretty hard to beat a Barrett
Precision engine. i just wish I had the $52k they quoted me at Oshkosh!
________________________________
From: rvbuilder@sausen.net
To: rv10-list@matronics.com
Date: Thu, 15 Oct 2009 08:35:00 -0500
Subject: RE: RV10-List: BPE IO-540, VS LS-2
Thanks Thane. I'm a big proponent of auto conversions,
although I also went with a Barrett engine, but we need more data to
understand the true value of the auto conversions. Any reports like
this really help.
Michael
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Thane States
Sent: Wednesday, October 14, 2009 9:00 PM
To: rv10-list@matronics.com
Subject: RV10-List: BPE IO-540, VS LS-2
Just thought I would post some comparisons of a flight from
Oshkosh this year.
I am not trying to stir up the pot, but rather offer some very
basic info I got when I flew with another RV-10 this year.
As you all know there is a huge debate about the merits of auto
conversions, vs. standard power plants.
FACTS:
My RV-10 :was loaded with full fuel, 60 gallons.
3, pax. and camping gear.
I have the BPE IO-540; 288 h.p. CAI. Hartzell
blended 2 blade prop.
James plenum and holy cowl, and main wheel
pants.
Other RV-10 : loaded with 50 gallons of fuel, due to fuel leak.
2 pax. and camping gear, lots of tools.
LS-2; 350 h.p. 3 blade prop, not sure which
one.
We took off in loose formation climbing up to 11,500
After my initial pwr. reduction to 25" 2500 rpm, I was told
by the other RV-10 that I was pulling away from him, so I pulled the pwr
back to around 23" and he said he was able to keep up.
Later in cruise, I was again asked to pull back due to
pulling away from him.
I finally ran at 55% pwr LOP. 10 GPH. And he was
comfortable and kept up fine.
However, After we compared stats, he advised me that he was
burning 13-14 GPH. When I was still at 10 GPH.
We continued on our flight constantly comparing #'s We ran
approx. the same prop speed and pwr settings as stated.
However after around 2:45 in cruise and 10 minutes from
fuel stop, the other RV-10 stated that he had only 30 minutes of fuel
left, when I had 3 hrs. left.
We did find out that the other tank might have had a fuel
leak in it as well. This is what he told me I could no validate that,
just interesting, I thought.
So just my observation. I could clearly pull away from a much
more powerful LS-2 powered RV-10 in climb and in cruise. And all the
while burning far less gas.
Again none of this was pre planned and at all scientific. Just
2 RV-10'S having fun and heading in the same direction on a beautiful
day.
I don't know at what speed he would have been able to keep up
and I don't know how accurate his fuel burn #'s were, I know mine are
close to spot on!!
Just thought I would share this info with those who may be on
the fence about pwr. plant choice.
I know I could not be more pleased with my engine choice!
Thane States
#40337
http://www.matronics.com/Navigator?RV10-List
http://forums.matronics.com
http://www.matronics.com/contribution
ttp://www.matronics.com/Navigator?RV10-List
ronics.com
ww.matronics.com/contribution
________________________________
Hotmail: Free, trusted anct/01/' target='_new'>Get it now.
href="http://www.matronics.com/Navigator?RV10-List">http://www.matronic
s
.com/Navigator?RV10-List
href="http://forums.matronics.com">http://forums.matronics.com
href="http://www.matronics.com/contribution">http://www.matronics.com/c
Checked by AVG - www.avg.com
10/14/09 18:32:00
Message 19
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| Subject: | Re: fuel transducer |
Has anyone with using the EI "red cube" (or any fuel flow transducer for that matter)
installed it the way EI suggests in the instructions, which is simply suspended
between 2 sections of fuel hose and not hard mounted to any structure?
--------
Todd Stovall
728TT (reserved)
RV-10 Empacone, Wings
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=268087#268087
Message 20
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| Subject: | Re: BPE IO-540, VS LS-2 |
I am gettin g pretty close to Thanes number's with mine as well with about
a 8 to 9 GPH fuel consumption. I have not tuned my injectors yet but I have
a pretty good idea which ones need to be swapped and they are pretty darn
close, I may not need to buy any to make it happen, just need more flight d
ata to work with to =C2-make the final plan to get them in the right spot
s.=C2- BTW my Barretts IO-540 was rated at 263 HP Verticle induction with
go fast chrome valve covers...43K about two years ago....never regretted t
he choice. Run s great.
Rick S.
N246RS
----- Original Message -----
From: "Thane States" <thane2@comporium.net>
Sent: Thursday, October 15, 2009 9:06:45 AM GMT -08:00 US/Canada Pacific
Subject: Re: RV10-List: BPE IO-540, VS LS-2
This individual was a guy who camped next to us.=C2- I never asked what k
it he used, PSRU, or prop.=C2- Again I never thjought we would be running
together that day.
The real reason=C2-ha tagged along was due to the fact that I had XM, WX.
=C2- He had Blue Mountain and did not have that capability.
Interesting that the BPE seems to have gone up in price, I paid around $44
K. for mine 2 yrs ago.
Still when I get in and put my Family in the airplane, it was worth every p
enny.
I also have fine tunned my restrictors, and can run LOP within around 15 de
grees.=C2- Runs realy smooth.=C2- I love it.
At LOP 55% I get around 155 kts TAS.
Thane=C2-=C2- =C2-=C2-
----- Original Message -----
From: Danny Riggs
Sent: Thursday, October 15, 2009 11:04 AM
Subject: RE: RV10-List: BPE IO-540, VS LS-2
What=C2-brand of PSRU did your friend have? Type of prop? Prop choice can
also make a huge difference. Pretty hard to beat a Barrett Precision engin
e. i just wish I had the $52k they quoted me at Oshkosh!
=C2-
From: rvbuilder@sausen.net
Subject: RE: RV10-List: BPE IO-540, VS LS-2
=C2- Thanks Thane.=C2- I=99m a big proponent of auto conversions,
although I also went with a Barrett =C2-engine, but we need more data to
understand the true value of the auto conversions.=C2- Any reports like
this really help.
Michael
From: owner-rv10-list-server@matronics.com [mailto:owner-rv10-list-server@m
atronics.com] On Behalf Of Thane States
Sent: Wednesday, October 14, 2009 9:00 PM
Subject: RV10-List: BPE IO-540, VS LS-2
Just thought I would post some comparisons of a flight from Oshkosh this ye
ar.
I am not trying to stir up the pot, but rather offer some very basic info I
got when I flew=C2-with another RV-10 this year.
As you all know there is a huge debate about the merits of auto conversions
,=C2-vs. standard power plants.
FACTS:
My RV-10 :was loaded=C2-=C2-with full fuel, 60 gallons.
=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2
-=C2-=C2- 3, pax.=C2-and camping gear.
=C2-=C2-=C2- =C2-=C2-=C2- =C2-=C2-=C2- =C2-=C2-=C2-
I have the BPE IO-540; 288 h.p.=C2-CAI.=C2- Hartzell blended 2 blade p
rop.
=C2-=C2-=C2- =C2-=C2-=C2- =C2-=C2-=C2- =C2-=C2-=C2-
James plenum and holy cowl, and main wheel pants.
Other RV-10 : loaded with 50 gallons of fuel, due to fuel leak.
=C2-=C2-=C2- =C2-=C2-=C2- =C2-=C2-=C2- =C2-=C2-=C2-
=C2-=C2-=C2- 2 pax. and camping gear, lots of tools.
=C2-=C2-=C2- =C2-=C2-=C2- =C2-=C2-=C2- =C2-=C2-=C2-
=C2-=C2-=C2- LS-2; 350 h.p. 3 blade prop, not sure which one.
=C2-=C2-=C2- We took off in loose formation climbing up to 11,500
=C2-=C2-=C2- After my initial pwr. reduction to 25" 2500=C2-=C2-r
pm,=C2-I=C2-was told by the other RV-10 that I was pulling away from hi
m, so I pulled the pwr back to around 23" and he said he was able to keep u
p.
=C2-=C2-=C2- Later in cruise, I was again asked to pull back due to p
ulling away from him.
=C2-=C2-=C2- I finally ran at 55% pwr LOP. 10 GPH.=C2- And he was c
omfortable and kept up fine.
=C2-=C2-=C2- However,=C2- After we compared stats, he advised me th
at he was burning 13-14 GPH. When I was still at 10 GPH.
=C2-=C2-=C2- We continued on our flight constantly comparing #'s=C2
- We ran approx. the same prop speed and pwr settings as stated.
=C2-=C2-=C2- However after around 2:45 in cruise and 10 minutes from
=C2- fuel stop, the other RV-10 stated=C2-that he had only 30 minutes o
f fuel left, when I had 3 hrs. left.
=C2-=C2-=C2- We did find=C2-=C2-out that the other tank might hav
e had a fuel leak in it as well.=C2- This is what he told me I could no v
alidate that, just interesting, I thought.
So just my observation.=C2- I could clearly pull away from a much more po
werful LS-2 powered RV-10 in climb and in cruise.=C2- And all the while b
urning far less gas.
Again none of this was pre planned and at all scientific.=C2- Just 2 RV-1
0'S having=C2-fun and heading in the same direction on a beautiful day.
I don't know at what speed he would have been able to keep up and I don't k
now how accurate his fuel burn #'s were,=C2- I know mine are close to spo
t on!!
Just thought I would share this info with those who may be on the fence abo
ut pwr. plant choice.
I know I could not be more pleased with my engine choice!
Thane States
#40337 =C2- =C2- http://www.matronics.com/Navigator?RV10-List http://fo
rums.matronics.com http://www.matronics.com/contribution =C2- ttp://www.m
atronics.com/Navigator?RV10-List ronics.com ww.matronics.com/contribution h
ttp://www.matronics.com/Navigator?RV10-List http://forums.matronics.com htt
p://www.matronics.com/contribution =C2- ttp://www.matronics.com/Navigator
?RV10-List ronics.com ww.matronics.com/contribution
Hotmail: Free, trusted anct/01/' target='_new'>Get it now. href="http:/
/www.matronics.com/Navigator?RV10-List">http://www.matronics.com/Navigator?
RV10-List href="http://forums.matronics.com">http://forums.matronics.com
href="http://www.matronics.com/contribution">http://www.matronics.com/c _
-========================
==
Message 21
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| Subject: | Re: fuel transducer |
Robin,
According to the document you sent the Fuel Flow transducer is Flo Scan.
The pressure sensors are UMA.
William
http://wcurtis.nerv10.com
On Thu, Oct 15, 2009 at 12:16 PM, Robin Marks <robin1@mrmoisture.com> wrote:
> Phil,
>
> Allow me to clarify the G900x sensor selection (attached).
>
>
> Robin
>
> [image: MP Transducer.jpg]
>
> *From:* owner-rv10-list-server@matronics.com [mailto:
> owner-rv10-list-server@matronics.com] *On Behalf Of *Perry, Phil
> *Sent:* Thursday, October 15, 2009 8:15 AM
> *To:* rv10-list@matronics.com
> *Subject:* RE: RV10-List: Re: fuel transducer
>
>
> What does the G900X use?
>
>
> Phil
>
>
> *From:* William Curtis [mailto:wcurtis@nerv10.com]
> *Sent:* Thursday, October 15, 2009 9:58 AM
> *To:* rv10-list@matronics.com
> *Subject:* Re: RV10-List: Re: fuel transducer
>
>
> Though physically different, electrically both the Electronics
> International (EI) "Red Cube" (used by EI and AFS) and FloScan (used by JPI,
> GRT, et al) are the same.
>
>
> The FloScan part used to be the only game in town. Fuel flow sensors used
> to cost around $600. EI developed their own electrically compatible "Red
> Cube" to offer with their line of engine instruments and the competition has
> brought the price of fuel flow sensors down to about $200. Both units are
> fully TSO'd--not that it matter for experimentals.
>
>
> William
>
> http://wcurtis.nerv10.com/
>
> On Thu, Oct 15, 2009 at 9:00 AM, Bill Mauledriver Watson <
> MauleDriver@nc.rr.com> wrote:
>
> MauleDriver@nc.rr.com>
>
> And if you are going with GRT, they have their own.
>
> I think you want to wait until you decide on 1) the brand of the equipment
> that will be reading it, 2) your equipment acquisition method. The sensor
> is brand specific as far as I know and if you use a Stein-type builder, they
> will get the sensor to you when needed. If you are a DIY panel guy, you
> work with whoever you get the equipment from.
> I don't think there's any hurry. The location(s) is easily accessible
> later. Panel brand preferences will change. Acting sooner than later could
> cost a few bucks. And read up on the location of sensor to reduce fuel pump
> turbulence - I don't know if that's a real issue or not but it has been
> discussed.
>
> Bill "got to go to work" Watson
>
> orchidman wrote:
>
>
> If you are going with AFS, it comes with the kit. I would put it up front
> and go with the stock fuel pump & filter in the stock location.
> Some of the early AFS supplied transducers had a leak but were recalled by
> the manufacturer and the current ones are tight and accurate.
>
> --------
> Gary Blankenbiller
> RV10 - # 40674
> (N2GB Flying)
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=268022#268022
>
>
> List Un/Subscription,
> www.matronics.com/Navigator?RV10-List" target="_blank">
> http://www.matronics.com/Navigator?RV10-List
> ronics.com/" target="_blank">http://forums.matronics.com
> Matt Dralle, List Admin.
> ====
>
>
> * *
>
> * *
>
> * *
>
> *http://www.matronics.com/Navigator?RV10-List*
>
> * *
>
> *http://forums.matronics.com*
>
> * *
>
> *http://www.matronics.com/contribution*
>
> * *
>
> * *
>
> * *
>
> * *
>
> **
>
> **
>
> **
>
> **
>
> **
>
> **
>
> *http://www.matronics.com/Navigator?RV10-List*
>
> **
>
> **
>
> **
>
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>
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>
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>
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> Checked by AVG - www.avg.com
> 10/14/09 18:32:00
>
Message 22
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| Subject: | Re: fuel transducer |
I don't think UMA makes a flow transducer themselves. If I was to guess, I
would say that either EI or Flo Scan was the OEM for them. Checking their
site, they have the EI "Red Cube" transducer pictured.
http://www.umainstruments.com/FuelFlow.htm
The Flo Scan unit was the industry standard for decades and the electrical
characteristics are well understood. This is why EI chose to "clone" the
characteristics--not to mention that they would not then have to change
their instruments.
http://www.floscan.com/html/blue/aviation.php
Original Flow Scan<http://www.floscan.com/html/blue/itemimages/page/201%20gas%20200a.jpg>
http://www.buy-ei.com/Pages/Miscellaneous/Misc_Flow.html
EI "Red Cube" <http://www.umainstruments.com/images/Accessories/FuelFl1.jpg>
William
http://wcurtis.nerv10.com/
On Thu, Oct 15, 2009 at 12:10 PM, Robin Marks <robin1@mrmoisture.com> wrote:
> The G900X uses the UMA Fuel Pressure Transducer
>
> I have had one go bad so far (under warranty).
>
> Seems to me you need to know what avionics suite you are going to fly
> behind before purchasing the sensors.
>
>
> Robin
>
>
> *From:* owner-rv10-list-server@matronics.com [mailto:
> owner-rv10-list-server@matronics.com] *On Behalf Of *Perry, Phil
> *Sent:* Thursday, October 15, 2009 8:15 AM
>
> *To:* rv10-list@matronics.com
> *Subject:* RE: RV10-List: Re: fuel transducer
>
>
> What does the G900X use?
>
>
> Phil
>
>
> *From:* William Curtis [mailto:wcurtis@nerv10.com]
> *Sent:* Thursday, October 15, 2009 9:58 AM
> *To:* rv10-list@matronics.com
> *Subject:* Re: RV10-List: Re: fuel transducer
>
>
> Though physically different, electrically both the Electronics
> International (EI) "Red Cube" (used by EI and AFS) and FloScan (used by JPI,
> GRT, et al) are the same.
>
>
> The FloScan part used to be the only game in town. Fuel flow sensors used
> to cost around $600. EI developed their own electrically compatible "Red
> Cube" to offer with their line of engine instruments and the competition has
> brought the price of fuel flow sensors down to about $200. Both units are
> fully TSO'd--not that it matter for experimentals.
>
>
> William
>
> http://wcurtis.nerv10.com/
>
> On Thu, Oct 15, 2009 at 9:00 AM, Bill Mauledriver Watson <
> MauleDriver@nc.rr.com> wrote:
>
> MauleDriver@nc.rr.com>
>
> And if you are going with GRT, they have their own.
>
> I think you want to wait until you decide on 1) the brand of the equipment
> that will be reading it, 2) your equipment acquisition method. The sensor
> is brand specific as far as I know and if you use a Stein-type builder, they
> will get the sensor to you when needed. If you are a DIY panel guy, you
> work with whoever you get the equipment from.
> I don't think there's any hurry. The location(s) is easily accessible
> later. Panel brand preferences will change. Acting sooner than later could
> cost a few bucks. And read up on the location of sensor to reduce fuel pump
> turbulence - I don't know if that's a real issue or not but it has been
> discussed.
>
> Bill "got to go to work" Watson
>
> orchidman wrote:
>
>
> If you are going with AFS, it comes with the kit. I would put it up front
> and go with the stock fuel pump & filter in the stock location.
> Some of the early AFS supplied transducers had a leak but were recalled by
> the manufacturer and the current ones are tight and accurate.
>
> --------
> Gary Blankenbiller
> RV10 - # 40674
> (N2GB Flying)
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=268022#268022
>
>
> List Un/Subscription,
> www.matronics.com/Navigator?RV10-List" target="_blank">
> http://www.matronics.com/Navigator?RV10-List
> ronics.com/" target="_blank">http://forums.matronics.com
> Matt Dralle, List Admin.
> ====
>
>
> * *
>
> * *
>
> * *
>
> *http://www.matronics.com/Navigator?RV10-List*
>
> * *
>
> *http://forums.matronics.com*
>
> * *
>
> *http://www.matronics.com/contribution*
>
> * *
>
> * *
>
> * *
>
> * *
>
> **
>
> **
>
> **
>
> **
>
> **
>
> **
>
> *http://www.matronics.com/Navigator?RV10-List*
>
> **
>
> **
>
> **
>
> *http://forums.matronics.com*
>
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>
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>
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>
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>
> Checked by AVG - www.avg.com
> 10/14/09 18:32:00
>
> *
>
> *
>
>
Message 23
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| Subject: | Re: BPE IO-540, VS LS-2 |
Rick what altitude are you at while running LOP? I can run fine @ 4500'
but have significant miss @ 8500'
Deems
Rick Sked wrote:
>
> I am getting pretty close to Thanes number's with mine as well with
> about a 8 to 9 GPH fuel consumption. I have not tuned my injectors yet
> but I have a pretty good idea which ones need to be swapped and they
> are pretty darn close, I may not need to buy any to make it happen,
> just need more flight data to work with to make the final plan to get
> them in the right spots. BTW my Barretts IO-540 was rated at 263 HP
> Verticle induction with go fast chrome valve covers...43K about two
> years ago....never regretted the choice. Runs great.
>
>
>
> Rick S.
>
> N246RS
> ----- Original Message -----
> From: "Thane States" <thane2@comporium.net>
> To: rv10-list@matronics.com
> Sent: Thursday, October 15, 2009 9:06:45 AM GMT -08:00 US/Canada Pacific
> Subject: Re: RV10-List: BPE IO-540, VS LS-2
>
> This individual was a guy who camped next to us. I never asked what
> kit he used, PSRU, or prop. Again I never thjought we would be
> running together that day.
> The real reason ha tagged along was due to the fact that I had XM,
> WX. He had Blue Mountain and did not have that capability.
> Interesting that the BPE seems to have gone up in price, I paid around
> $44 K. for mine 2 yrs ago.
> Still when I get in and put my Family in the airplane, it was worth
> every penny.
> I also have fine tunned my restrictors, and can run LOP within around
> 15 degrees. Runs realy smooth. I love it.
> At LOP 55% I get around 155 kts TAS.
> Thane
>
> ----- Original Message -----
> *From:* Danny Riggs <mailto:jdriggs49@msn.com>
> *To:* rv10-list@matronics.com <mailto:rv10-list@matronics.com>
> *Sent:* Thursday, October 15, 2009 11:04 AM
> *Subject:* RE: RV10-List: BPE IO-540, VS LS-2
>
> What brand of PSRU did your friend have? Type of prop? Prop choice
> can also make a huge difference. Pretty hard to beat a Barrett
> Precision engine. i just wish I had the $52k they quoted me at
> Oshkosh!
>
> ------------------------------------------------------------------------
> From: rvbuilder@sausen.net <mailto:rvbuilder@sausen.net>
> To: rv10-list@matronics.com <mailto:rv10-list@matronics.com>
> Date: Thu, 15 Oct 2009 08:35:00 -0500
> Subject: RE: RV10-List: BPE IO-540, VS LS-2
>
> Thanks Thane. Im a big proponent of auto conversions, although
> I also went with a Barrett engine, but we need more data to
> understand the true value of the auto conversions. Any reports
> like this really help.
>
>
>
> Michael
>
>
>
> *From:* owner-rv10-list-server@matronics.com
> [mailto:owner-rv10-list-server@matronics.com] *On Behalf Of *Thane
> States
> *Sent:* Wednesday, October 14, 2009 9:00 PM
> *To:* rv10-list@matronics.com
> *Subject:* RV10-List: BPE IO-540, VS LS-2
>
>
>
> Just thought I would post some comparisons of a flight from
> Oshkosh this year.
>
> I am not trying to stir up the pot, but rather offer some very
> basic info I got when I flew with another RV-10 this year.
>
> As you all know there is a huge debate about the merits of auto
> conversions, vs. standard power plants.
>
> FACTS:
>
> My RV-10 :was loaded with full fuel, 60 gallons.
>
> 3, pax. and camping gear.
>
> I have the BPE IO-540; 288 h.p. CAI. Hartzell
> blended 2 blade prop.
>
> James plenum and holy cowl, and main wheel pants.
>
>
>
> Other RV-10 : loaded with 50 gallons of fuel, due to fuel leak.
>
> 2 pax. and camping gear, lots of tools.
>
> LS-2; 350 h.p. 3 blade prop, not sure which one.
>
>
>
> We took off in loose formation climbing up to 11,500
>
> After my initial pwr. reduction to 25" 2500 rpm, I was told
> by the other RV-10 that I was pulling away from him, so I pulled
> the pwr back to around 23" and he said he was able to keep up.
>
> Later in cruise, I was again asked to pull back due to pulling
> away from him.
>
> I finally ran at 55% pwr LOP. 10 GPH. And he was comfortable
> and kept up fine.
>
> However, After we compared stats, he advised me that he was
> burning 13-14 GPH. When I was still at 10 GPH.
>
> We continued on our flight constantly comparing #'s We ran
> approx. the same prop speed and pwr settings as stated.
>
> However after around 2:45 in cruise and 10 minutes from fuel
> stop, the other RV-10 stated that he had only 30 minutes of fuel
> left, when I had 3 hrs. left.
>
> We did find out that the other tank might have had a fuel
> leak in it as well. This is what he told me I could no validate
> that, just interesting, I thought.
>
> So just my observation. I could clearly pull away from a much
> more powerful LS-2 powered RV-10 in climb and in cruise. And all
> the while burning far less gas.
>
> Again none of this was pre planned and at all scientific. Just 2
> RV-10'S having fun and heading in the same direction on a
> beautiful day.
>
> I don't know at what speed he would have been able to keep up and
> I don't know how accurate his fuel burn #'s were, I know mine are
> close to spot on!!
>
> Just thought I would share this info with those who may be on the
> fence about pwr. plant choice.
>
> I know I could not be more pleased with my engine choice!
>
>
>
> Thane States
>
> #40337
>
> * *
>
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>
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>
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>
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>
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>
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>
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>
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>
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>
> **
>
> **
>
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>
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>
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>
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>
> **
>
> * *
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> *
>
> ttp://www.matronics.com/Navigator?RV10-List
> ronics.com
> ww.matronics.com/contribution
>
> *
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>
> ------------------------------------------------------------------------
> Hotmail: Free, trusted anct/01/' target='_new'>Get it now.
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Message 24
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| Subject: | Re: BPE IO-540, VS LS-2 |
Hiya Deems,
I have not downloaded the data card but IIRCC, coming back from LOE we were running
at 12,500, MP was at 19.5 (WOT) with 2200 on the tach. Slowly started to
lean it out...got a little rough as I leaned it but the but EGT's stayed pretty
close about a 40 degree variation as it went LOP. The roughness smoothed but
the engine definetly sounded different as Tim had described previously, it took
a little getting used to. The fuel flow dropped way down from 10.5 between
ROP and LOP to 8.5 steady and a 3-5 kt speed drop. It took some adjustments during
the flight, never really just "stayed there". The Trutak RV-10 AP took all
the commands from the 480 and worked like a champ which allowed me to work
the radio and fiddle with the LOP after a discussion with another builder at LOE
about how he ran his engine. Power was at 55%, 155 TAS, 23kt crosswind from
the SW acrossed the nose, we had a GS of about 160 to 165 kts according the 480,
some of that may have been sideways :) Heading to LOE I burned 36 gals going
for 2.9 hours and 30 gals coming back for 3.4 hours so saved some gas money
for sure. Heading to LOE was pretty much the same except for a slight quarterly
tailwind. 11,500, 55% 30-40 ROP, 11 GPH 165 IAS, TAS was about the same but
a GS of about 170kts. Gotta love this though, North Las Vegas to El Paso...just
under three hours for two people $140...A taxi to my house from the airport
is $45 with tip..now I just drive to the hangar and park inside until I get
back...
Rick S.
N246RS
----- Original Message -----
From: "Deems Davis" <deemsdavis@cox.net>
Sent: Thursday, October 15, 2009 10:44:03 AM GMT -08:00 US/Canada Pacific
Subject: Re: RV10-List: BPE IO-540, VS LS-2
Rick what altitude are you at while running LOP? I can run fine @ 4500'
but have significant miss @ 8500'
Deems
Rick Sked wrote:
>
> I am getting pretty close to Thanes number's with mine as well with
> about a 8 to 9 GPH fuel consumption. I have not tuned my injectors yet
> but I have a pretty good idea which ones need to be swapped and they
> are pretty darn close, I may not need to buy any to make it happen,
> just need more flight data to work with to make the final plan to get
> them in the right spots. BTW my Barretts IO-540 was rated at 263 HP
> Verticle induction with go fast chrome valve covers...43K about two
> years ago....never regretted the choice. Runs great.
>
>
>
> Rick S.
>
> N246RS
> ----- Original Message -----
> From: "Thane States" <thane2@comporium.net>
> To: rv10-list@matronics.com
> Sent: Thursday, October 15, 2009 9:06:45 AM GMT -08:00 US/Canada Pacific
> Subject: Re: RV10-List: BPE IO-540, VS LS-2
>
> This individual was a guy who camped next to us. I never asked what
> kit he used, PSRU, or prop. Again I never thjought we would be
> running together that day.
> The real reason ha tagged along was due to the fact that I had XM,
> WX. He had Blue Mountain and did not have that capability.
> Interesting that the BPE seems to have gone up in price, I paid around
> $44 K. for mine 2 yrs ago.
> Still when I get in and put my Family in the airplane, it was worth
> every penny.
> I also have fine tunned my restrictors, and can run LOP within around
> 15 degrees. Runs realy smooth. I love it.
> At LOP 55% I get around 155 kts TAS.
> Thane
>
> ----- Original Message -----
> *From:* Danny Riggs <mailto:jdriggs49@msn.com>
> *To:* rv10-list@matronics.com <mailto:rv10-list@matronics.com>
> *Sent:* Thursday, October 15, 2009 11:04 AM
> *Subject:* RE: RV10-List: BPE IO-540, VS LS-2
>
> What brand of PSRU did your friend have? Type of prop? Prop choice
> can also make a huge difference. Pretty hard to beat a Barrett
> Precision engine. i just wish I had the $52k they quoted me at
> Oshkosh!
>
> ------------------------------------------------------------------------
> From: rvbuilder@sausen.net <mailto:rvbuilder@sausen.net>
> To: rv10-list@matronics.com <mailto:rv10-list@matronics.com>
> Date: Thu, 15 Oct 2009 08:35:00 -0500
> Subject: RE: RV10-List: BPE IO-540, VS LS-2
>
> Thanks Thane. Im a big proponent of auto conversions, although
> I also went with a Barrett engine, but we need more data to
> understand the true value of the auto conversions. Any reports
> like this really help.
>
>
>
> Michael
>
>
>
> *From:* owner-rv10-list-server@matronics.com
> [mailto:owner-rv10-list-server@matronics.com] *On Behalf Of *Thane
> States
> *Sent:* Wednesday, October 14, 2009 9:00 PM
> *To:* rv10-list@matronics.com
> *Subject:* RV10-List: BPE IO-540, VS LS-2
>
>
>
> Just thought I would post some comparisons of a flight from
> Oshkosh this year.
>
> I am not trying to stir up the pot, but rather offer some very
> basic info I got when I flew with another RV-10 this year.
>
> As you all know there is a huge debate about the merits of auto
> conversions, vs. standard power plants.
>
> FACTS:
>
> My RV-10 :was loaded with full fuel, 60 gallons.
>
> 3, pax. and camping gear.
>
> I have the BPE IO-540; 288 h.p. CAI. Hartzell
> blended 2 blade prop.
>
> James plenum and holy cowl, and main wheel pants.
>
>
>
> Other RV-10 : loaded with 50 gallons of fuel, due to fuel leak.
>
> 2 pax. and camping gear, lots of tools.
>
> LS-2; 350 h.p. 3 blade prop, not sure which one.
>
>
>
> We took off in loose formation climbing up to 11,500
>
> After my initial pwr. reduction to 25" 2500 rpm, I was told
> by the other RV-10 that I was pulling away from him, so I pulled
> the pwr back to around 23" and he said he was able to keep up.
>
> Later in cruise, I was again asked to pull back due to pulling
> away from him.
>
> I finally ran at 55% pwr LOP. 10 GPH. And he was comfortable
> and kept up fine.
>
> However, After we compared stats, he advised me that he was
> burning 13-14 GPH. When I was still at 10 GPH.
>
> We continued on our flight constantly comparing #'s We ran
> approx. the same prop speed and pwr settings as stated.
>
> However after around 2:45 in cruise and 10 minutes from fuel
> stop, the other RV-10 stated that he had only 30 minutes of fuel
> left, when I had 3 hrs. left.
>
> We did find out that the other tank might have had a fuel
> leak in it as well. This is what he told me I could no validate
> that, just interesting, I thought.
>
> So just my observation. I could clearly pull away from a much
> more powerful LS-2 powered RV-10 in climb and in cruise. And all
> the while burning far less gas.
>
> Again none of this was pre planned and at all scientific. Just 2
> RV-10'S having fun and heading in the same direction on a
> beautiful day.
>
> I don't know at what speed he would have been able to keep up and
> I don't know how accurate his fuel burn #'s were, I know mine are
> close to spot on!!
>
> Just thought I would share this info with those who may be on the
> fence about pwr. plant choice.
>
> I know I could not be more pleased with my engine choice!
>
>
>
> Thane States
>
> #40337
>
> * *
>
> * *
>
> **
>
> **
>
> **
>
> **
>
> **
>
> **
>
> *http://www.matronics.com/Navigator?RV10-List*
>
> **
>
> **
>
> **
>
> *http://forums.matronics.com*
>
> **
>
> **
>
> **
>
> **
>
> *http://www.matronics.com/contribution*
>
> **
>
> * *
>
> *
>
> ttp://www.matronics.com/Navigator?RV10-List
> ronics.com
> ww.matronics.com/contribution
>
> *
>
>
> ------------------------------------------------------------------------
> Hotmail: Free, trusted anct/01/' target='_new'>Get it now.
>
> *
>
> href="http://www.matronics.com/Navigator?RV10-List">http://www.matronics.com/Navigator?RV10-List
> href="http://forums.matronics.com">http://forums.matronics.com
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> *
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Message 25
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| Subject: | QB Fuselage Question |
I'm at the dreaded front floor removal debate. Adding to the anxiety
is the fact that the floorboards to side skin rails mismatch the holes
by 1/4 to 1/2" and I see no give at all in the side skins, nor the
floor ribs to close that gap. I'm leaning towards removing at least
one gear weldment and floor board to see what is there and to install
insulation. Not to mention that the 9 pop rivets holding the floor in
are button heads, not flush, even though the skin is dimpled for
flush.
Thoughts?
Message 26
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| Subject: | Re: BPE IO-540, VS LS-2 |
As I'm sure you know, cruise speed is rather insensitive to power, and very sensitive
to airframe drag. OTOH, climb rate is rather sensitive to power (especially
at typical climb speeds where drag is less).
Did you get any head to head (same IAS, same power settings) comparisons of climb
rate?
--------
Bob Turner
RV-10 QB
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=268105#268105
Message 27
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| Subject: | Re: QB Fuselage Question |
The rivets are just temporaries, but not sure what to tell you about
the mismatch.
Tim Olson - RV-10 N104CD
do not archive
Kelly McMullen wrote:
>
> I'm at the dreaded front floor removal debate. Adding to the anxiety
> is the fact that the floorboards to side skin rails mismatch the holes
> by 1/4 to 1/2" and I see no give at all in the side skins, nor the
> floor ribs to close that gap. I'm leaning towards removing at least
> one gear weldment and floor board to see what is there and to install
> insulation. Not to mention that the 9 pop rivets holding the floor in
> are button heads, not flush, even though the skin is dimpled for
> flush.
> Thoughts?
>
Message 28
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| Subject: | Re: BPE IO-540, VS LS-2 |
Another point to make is that the cruise speed of the RV-10 is fairly sensitive
to CG.
Bob
N442PM (flying)
-----Original Message-----
From: owner-rv10-list-server@matronics.com [mailto:owner-rv10-list-server@matronics.com] On Behalf Of Bob Turner
Sent: Thursday, October 15, 2009 2:06 PM
Subject: RV10-List: Re: BPE IO-540, VS LS-2
As I'm sure you know, cruise speed is rather insensitive to power, and very sensitive
to airframe drag. OTOH, climb rate is rather sensitive to power (especially
at typical climb speeds where drag is less).
Did you get any head to head (same IAS, same power settings) comparisons of climb
rate?
--------
Bob Turner
RV-10 QB
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=268105#268105
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| Subject: | QB Fuselage Question |
Hey Kelly,
I just went through this and I'd encourage you not to do it. It's is a
royal PITA and I'm sorry I did it.
I fixed the alignment issues by starting to cleco in the center of the
floor plan and working my way to the sides. Everything aligned just
fine.
A word of advice though. Check the torque values on those AN3 bolts.
I'll bet they're torqued up to 85 inches. I replaced the bolts that I
could easily replace and I replaced nearly all of the nuts and retorqued
to 25 inches.
But I wouldn't wish a main gear mount removal on my worst enemy. Never.
Phil
-----Original Message-----
From: Kelly McMullen [mailto:apilot2@gmail.com]
Sent: Thursday, October 15, 2009 1:55 PM
Subject: RV10-List: QB Fuselage Question
I'm at the dreaded front floor removal debate. Adding to the anxiety
is the fact that the floorboards to side skin rails mismatch the holes
by 1/4 to 1/2" and I see no give at all in the side skins, nor the
floor ribs to close that gap. I'm leaning towards removing at least
one gear weldment and floor board to see what is there and to install
insulation. Not to mention that the 9 pop rivets holding the floor in
are button heads, not flush, even though the skin is dimpled for
flush.
Thoughts?
Message 30
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|
| Subject: | AFM RPM Transducer on Magnet or LSI? |
Hi there,
I was wondering if you did connect the AFS RPM sensor on the magnet or the LS ignition,
or is it even possible to wire both and choose via software where the
signal comes from.
Thanks
Michael
--------
RV-10 builder (avionics, wiring)
#511
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=268115#268115
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| Subject: | Re: QB Fuselage Question |
Kelly,
I don't know about the gap, but there is no other reason to remove the floor boards.
After drilling out the temp rivets you will be able to pull up the aft edge
of the floor boards, without removing it altogether. That will give you enough
access to snake a hose forward to vacuum out whatever the QB guys left for
you. I was also able to insert pieces of insulation and slide them forward.
Jim Berry
40482
N15JB
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=268117#268117
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| Subject: | QB Fuselage Question |
Agreed. But until I spoke to Vans in 2005 about their failure to install the
4 nut plates for the forward gear mount supports. The front floors and gear
mounts had to be removed to install these nut plates. After 2005 the nut
plate for the forward gear mount support have been installed by the QB,
eliminating the requirement to remove the gear mounts and the front floors.
Ditto for the rear floors; suggest not removing the rear floors; no need.
-----Original Message-----
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Perry, Phil
Sent: Thursday, October 15, 2009 12:43 PM
Subject: RE: RV10-List: QB Fuselage Question
Hey Kelly,
I just went through this and I'd encourage you not to do it. It's is a
royal PITA and I'm sorry I did it.
I fixed the alignment issues by starting to cleco in the center of the floor
plan and working my way to the sides. Everything aligned just fine.
A word of advice though. Check the torque values on those AN3 bolts.
I'll bet they're torqued up to 85 inches. I replaced the bolts that I could
easily replace and I replaced nearly all of the nuts and retorqued to 25
inches.
But I wouldn't wish a main gear mount removal on my worst enemy. Never.
Phil
-----Original Message-----
From: Kelly McMullen [mailto:apilot2@gmail.com]
Sent: Thursday, October 15, 2009 1:55 PM
Subject: RV10-List: QB Fuselage Question
I'm at the dreaded front floor removal debate. Adding to the anxiety is the
fact that the floorboards to side skin rails mismatch the holes by 1/4 to
1/2" and I see no give at all in the side skins, nor the floor ribs to close
that gap. I'm leaning towards removing at least one gear weldment and floor
board to see what is there and to install insulation. Not to mention that
the 9 pop rivets holding the floor in are button heads, not flush, even
though the skin is dimpled for flush.
Thoughts?
Message 33
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|
| Subject: | Re: QB Fuselage Question |
The rear floors come off easy, the pop rivets were wrong and had to be
drilled anyway. I'll take the suggestion to just pry one corner on the
front floorboards. I'll try clecoing the front floor together, but
sure looks like a serious mismatch.
On Thu, Oct 15, 2009 at 1:28 PM, David McNeill <dlm46007@cox.net> wrote:
>
> Agreed. But until I spoke to Vans in 2005 about their failure to install the
> 4 nut plates for the forward gear mount supports. The front floors and gear
> mounts had to be removed to install these nut plates. After 2005 the nut
> plate for the forward gear mount support have been installed by the QB,
> eliminating the requirement to remove the gear mounts and the front floors.
> Ditto for the rear floors; suggest not removing the rear floors; no need.
>
> -----Original Message-----
> From: owner-rv10-list-server@matronics.com
> [mailto:owner-rv10-list-server@matronics.com] On Behalf Of Perry, Phil
> Sent: Thursday, October 15, 2009 12:43 PM
> To: rv10-list@matronics.com
> Subject: RE: RV10-List: QB Fuselage Question
>
>
> Hey Kelly,
>
> I just went through this and I'd encourage you not to do it. It's is a
> royal PITA and I'm sorry I did it.
>
> I fixed the alignment issues by starting to cleco in the center of the floor
> plan and working my way to the sides. Everything aligned just fine.
>
> A word of advice though. Check the torque values on those AN3 bolts.
> I'll bet they're torqued up to 85 inches. I replaced the bolts that I could
> easily replace and I replaced nearly all of the nuts and retorqued to 25
> inches.
>
> But I wouldn't wish a main gear mount removal on my worst enemy. Never.
>
> Phil
>
>
> -----Original Message-----
> From: Kelly McMullen [mailto:apilot2@gmail.com]
> Sent: Thursday, October 15, 2009 1:55 PM
> To: rv10-list@matronics.com
> Subject: RV10-List: QB Fuselage Question
>
>
> I'm at the dreaded front floor removal debate. Adding to the anxiety is the
> fact that the floorboards to side skin rails mismatch the holes by 1/4 to
> 1/2" and I see no give at all in the side skins, nor the floor ribs to close
> that gap. I'm leaning towards removing at least one gear weldment and floor
> board to see what is there and to install insulation. Not to mention that
> the 9 pop rivets holding the floor in are button heads, not flush, even
> though the skin is dimpled for flush.
> Thoughts?
>
>
Message 34
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| Subject: | Re: fuel transducer |
Correct, that is why I was specific on my first email "Fuel Pressure
Transducer" then I saw what could be confusing and sent the PDF so Phil
could have the official document detailing all units.
BTW I did have a problem with my Fuel Pressure and sent it back to UMA
where they rebuilt it so maybe they do make their own which is not a
comforting thought after speaking with them twice on the phone.
Robin
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of William
Curtis
Sent: Thursday, October 15, 2009 10:42 AM
Subject: Re: RV10-List: Re: fuel transducer
Robin,
According to the document you sent the Fuel Flow transducer is Flo Scan.
The pressure sensors are UMA.
William
http://wcurtis.nerv10.com <http://wcurtis.nerv10.com/>
On Thu, Oct 15, 2009 at 12:16 PM, Robin Marks <robin1@mrmoisture.com>
wrote:
Phil,
Allow me to clarify the G900x sensor selection (attached).
Robin
From: owner-rv10-list-server@matronics.com [mailto:
owner-rv10-list-server@matronics.com] On Behalf Of Perry, Phil
Sent: Thursday, October 15, 2009 8:15 AM
Subject: RE: RV10-List: Re: fuel transducer
What does the G900X use?
Phil
From: William Curtis [mailto:wcurtis@nerv10.com]
Sent: Thursday, October 15, 2009 9:58 AM
Subject: Re: RV10-List: Re: fuel transducer
Though physically different, electrically both the Electronics
International (EI) "Red Cube" (used by EI and AFS) and FloScan (used by
JPI, GRT, et al) are the same.
The FloScan part used to be the only game in town. Fuel flow sensors
used to cost around $600. EI developed their own electrically
compatible "Red Cube" to offer with their line of engine instruments and
the competition has brought the price of fuel flow sensors down to about
$200. Both units are fully TSO'd--not that it matter for experimentals.
William
http://wcurtis.nerv10.com/
On Thu, Oct 15, 2009 at 9:00 AM, Bill Mauledriver Watson <
MauleDriver@nc.rr.com> wrote:
MauleDriver@nc.rr.com>
And if you are going with GRT, they have their own.
I think you want to wait until you decide on 1) the brand of the
equipment that will be reading it, 2) your equipment acquisition method.
The sensor is brand specific as far as I know and if you use a
Stein-type builder, they will get the sensor to you when needed. If you
are a DIY panel guy, you work with whoever you get the equipment from.
I don't think there's any hurry. The location(s) is easily accessible
later. Panel brand preferences will change. Acting sooner than later
could cost a few bucks. And read up on the location of sensor to reduce
fuel pump turbulence - I don't know if that's a real issue or not but it
has been discussed.
Bill "got to go to work" Watson
orchidman wrote:
If you are going with AFS, it comes with the kit. I would put it up
front and go with the stock fuel pump & filter in the stock location.
Some of the early AFS supplied transducers had a leak but were recalled
by the manufacturer and the current ones are tight and accurate.
--------
Gary Blankenbiller
RV10 - # 40674
(N2GB Flying)
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=268022#268022
List Un/Subscription,
www.matronics.com/Navigator?RV10-List" target="_blank">
http://www.matronics.com/Navigator?RV10-List
ronics.com/" target="_blank">http://forums.matronics.com
<http://forums.matronics.com/>
Matt Dralle, List Admin.
====
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Checked by AVG - www.avg.com <http://www.avg.com/>
10/14/09 18:32:00
Checked by AVG - www.avg.com
10/15/09 12:02:00
Message 35
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| Subject: | Re: QB Fuselage Question |
You win the prize for the best advice. Got one floor board up this
afternoon. Also managed to find that I could get the floor board clecod
except for the rear outer two holes...which appear to not have been drilled.
Jim Berry wrote:
>
> Kelly,
>
> I don't know about the gap, but there is no other reason to remove the floor
boards. After drilling out the temp rivets you will be able to pull up the aft
edge of the floor boards, without removing it altogether. That will give you
enough access to snake a hose forward to vacuum out whatever the QB guys left
for you. I was also able to insert pieces of insulation and slide them forward.
>
> Jim Berry
> 40482
> N15JB
Message 36
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|
| Subject: | Re: AFM RPM Transducer on Magnet or LSI? |
Have the same configuration Lightspeed on the left and magneto on the
right. I wired the AFS tach to the lightspeed ignition.
Jim C
Do Not Archive
-------------------------------------------------------------------------------------------------------------------------
<rv-10@wellenzohn.net>
Hi there,
I was wondering
if you did connect the AFS RPM sensor on the magnet or the
LS
ignition, or is it even possible to wire both and choose via software
where the signal comes from.
Thanks
Michael
--------
RV-10 builder (avionics, wiring)
#511
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=268115#268115
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| Subject: | Re: QB Fuselage Question |
I seem to remember that the pop rivets in the front and rear floors
are temporary and are supposed to be removed and replaced with pop
rivets called out in the plans. I agree with Phil that taking the
gear weldments/front floors out is not worth the grief. You will be
undoing work that you paid to have done at the QB factory.
David Maib
40559
Flying
On Oct 15, 2009, at 4:47 PM, Kelly McMullen wrote:
The rear floors come off easy, the pop rivets were wrong and had to be
drilled anyway. I'll take the suggestion to just pry one corner on the
front floorboards. I'll try clecoing the front floor together, but
sure looks like a serious mismatch.
On Thu, Oct 15, 2009 at 1:28 PM, David McNeill <dlm46007@cox.net> wrote:
>
> Agreed. But until I spoke to Vans in 2005 about their failure to
> install the
> 4 nut plates for the forward gear mount supports. The front floors
> and gear
> mounts had to be removed to install these nut plates. After 2005
> the nut
> plate for the forward gear mount support have been installed by the
> QB,
> eliminating the requirement to remove the gear mounts and the front
> floors.
> Ditto for the rear floors; suggest not removing the rear floors; no
> need.
>
> -----Original Message-----
> From: owner-rv10-list-server@matronics.com
> [mailto:owner-rv10-list-server@matronics.com] On Behalf Of Perry, Phil
> Sent: Thursday, October 15, 2009 12:43 PM
> To: rv10-list@matronics.com
> Subject: RE: RV10-List: QB Fuselage Question
>
>
> Hey Kelly,
>
> I just went through this and I'd encourage you not to do it. It's
> is a
> royal PITA and I'm sorry I did it.
>
> I fixed the alignment issues by starting to cleco in the center of
> the floor
> plan and working my way to the sides. Everything aligned just fine.
>
> A word of advice though. Check the torque values on those AN3 bolts.
> I'll bet they're torqued up to 85 inches. I replaced the bolts
> that I could
> easily replace and I replaced nearly all of the nuts and retorqued
> to 25
> inches.
>
> But I wouldn't wish a main gear mount removal on my worst enemy.
> Never.
>
> Phil
>
>
> -----Original Message-----
> From: Kelly McMullen [mailto:apilot2@gmail.com]
> Sent: Thursday, October 15, 2009 1:55 PM
> To: rv10-list@matronics.com
> Subject: RV10-List: QB Fuselage Question
>
>
> I'm at the dreaded front floor removal debate. Adding to the
> anxiety is the
> fact that the floorboards to side skin rails mismatch the holes by
> 1/4 to
> 1/2" and I see no give at all in the side skins, nor the floor ribs
> to close
> that gap. I'm leaning towards removing at least one gear weldment
> and floor
> board to see what is there and to install insulation. Not to
> mention that
> the 9 pop rivets holding the floor in are button heads, not flush,
> even
> though the skin is dimpled for flush.
> Thoughts?
>
>
Message 38
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| Subject: | Re: AFM RPM Transducer on Magnet or LSI? |
Jim, I tried everything to get my Lightspeed to talk to my AFS.... with no
success.- Robs people were great, but still nothing.--I have a backup
Vans tach that I had to hook up using the cable and such out of the back o
f the motor.- What did you do to get it to work.- Gotta be-specific h
ere... Not at the hanger, so I can't-cite pin numbers... hopefully you ca
n...-- Sure would be nice to get it to work,-
--- On Thu, 10/15/09, Jim <jim@combsfive.com> wrote:
From: Jim <jim@combsfive.com>
Subject: Re: RV10-List: AFM RPM Transducer on Magnet or LSI?
Have the same configuration Lightspeed on the left and magneto on the right
.- I wired the AFS tach to the lightspeed ignition.
Jim C
Do Not Archive
---------------------------------------------------------------------------
----------------------------------------------
<rv-10@wellenzohn.net>
Hi there,
I was wondering if you did connect the AFS RPM sensor on the magnet or the
LS ignition, or is it even possible to wire both and choose via software
where the signal comes from.
Thanks
Michael
--------
RV-10 builder (avionics, wiring)
#511
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=268115#268115
=0A=0A=0A
Message 39
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|
| Subject: | Re: BPE IO-540, VS LS-2 |
> Just thought I would post some comparisons of a flight from Oshkosh this year.
> I am not trying to stir up the pot, but rather offer some very basic info I got
when I flew with another RV-10 this year.
> As you all know there is a huge debate about the merits of auto conversions,
vs. standard power plants.
> FACTS:
Since you ARE stirring up the pot, which primer did you use?
John
--------
#40572 QB Fuselage, wings finished. Finish Kit progressing. Engine & Panel
delivery soon.
N711JG reserved
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=268164#268164
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|
| Subject: | Re: fuel transducer |
Thanks for the info and the photos. Now I realize the FT 60 is the red cube and
the gray is the flo-scan. Actually I see now I have the flo-scan in my RV6
which came with my engine monitor, IK2000. I have it mounted in the engine compartment
in a horizontal run before the mechanical fuel pump, where I was told
would have the most accurate readings. It is not stable most of the time as
I would expect it to be and my digital readout is always fluctuating, not sure
if the FT60 would be any better? I believe that is the reason Matt Dralle
sells the pulsation dampener? I don't have that but am tempted to try it.
I believe I will wait to see which monitoring system I end up with and use what
has been tested with that system, thanks all.
--------
Dave Ford
RV6 flying
RV10 building
Cadillac, MI
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=268167#268167
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| Subject: | Re: QB Fuselage Question |
You paid a lot for the QB. If you are really terrified of what you might find under
the front floors, buy a fiber optic scope and look. There are lightening
holes behind every space located at the aft end under the seats.
Vacuum hoses and magnets also work well.
John
--------
#40572 QB Fuselage, wings finished. Finish Kit progressing. Engine & Panel
delivery soon.
N711JG reserved
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=268168#268168
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| Subject: | Re: fuel transducer |
My red cube is ROCK solid....the engine sputters when the AFS 3500 says 29.5 gals
used....never fluctuates and is mounted in "God forbid" the tunnel in front
of the pump/filter.....FWIW...and it's flyin...IMHO which is based on flyin just
my 2 cents worth...
Rick S.
N246RS
------Original Message------
From: rvdave
Sender: owner-rv10-list-server@matronics.com
ReplyTo: Rv
Sent: Oct 15, 2009 7:40 PM
Subject: RV10-List: Re: fuel transducer
Thanks for the info and the photos. Now I realize the FT 60 is the red cube and
the gray is the flo-scan. Actually I see now I have the flo-scan in my RV6
which came with my engine monitor, IK2000. I have it mounted in the engine compartment
in a horizontal run before the mechanical fuel pump, where I was told
would have the most accurate readings. It is not stable most of the time as
I would expect it to be and my digital readout is always fluctuating, not sure
if the FT60 would be any better? I believe that is the reason Matt Dralle
sells the pulsation dampener? I don't have that but am tempted to try it.
I believe I will wait to see which monitoring system I end up with and use what
has been tested with that system, thanks all.
--------
Dave Ford
RV6 flying
RV10 building
Cadillac, MI
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=268167#268167
Sent via BlackBerry by AT&T
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| Subject: | Re: QB Fuselage Question |
What good kit hasn't been assembled and disassembled at least 4 times?
Somehow, half dozen screws and temporary pop rivets aren't a big deal to
be able to install some good insulation down there, to help keep cabin
noise tolerable.
johngoodman wrote:
>
> You paid a lot for the QB. If you are really terrified of what you might find
under the front floors, buy a fiber optic scope and look. There are lightening
holes behind every space located at the aft end under the seats.
> Vacuum hoses and magnets also work well.
> John
>
> --------
> #40572 QB Fuselage, wings finished. Finish Kit progressing. Engine & Panel
delivery soon.
> N711JG reserved
>
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Message 44
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| Subject: | Engine mount boos nuts and washers |
I am ready to lift the engine out of the box with my new engine hoist.
I don't seem to find anywhere in the documentation with the engine or the F
WF that discusses attaching the mount bosses to the engine case. I presume
the correct sized 16 nuts=2C 16 flat washers and 16 internal tooth lock was
hers located with the air carburator unit are for this purpose.
What I would also like to know is these nuts have a raised circular portion
on one side. I presume that this raised side goes against the serrated was
her so that it engages serrations of the lock washer. But then again=2C thi
s leaves less surface area of the nut on the lock washer perimeter which th
en would ordinarily push down on the other washer? What is the correct dire
ction?
Seems like a pretty important item to not have any mention of in the documa
ntation??
Thanks=2C
John G
Message 45
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| Subject: | Re: QB Fuselage Question |
I will second John's recommendation re a fiber optic scope. See the multiple postings
on the Aerolectric list about the Harbor Freight unit. I bought one on
sale for $100 and have used it many times. It is a hair too big to slip through
a spark plug hole though. I am even thinking about doing my own colonoscopy
with it. Probably would not have to worry about anyone pilfering it after that.
Jim Berry
40482
N15Jb
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Message 46
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| Subject: | Re: QB Fuselage Question |
Hey Kelly,
One other thing I did is replace the AN515-8R8 screws on the front of
the seat covers with NAS1801-08-8 structural hex head screws.
The head is a little smaller than the kit provided screws, but I like
the ability to use a 1/4" nut driver, socket, wrench, or screw driver
for removal. That bottom one that is the most inboard is a ******....
Not anymore though. :)
Phil
-----Original Message-----
From: Kelly McMullen [mailto:kellym@aviating.com]
Sent: Thursday, October 15, 2009 10:15 PM
Subject: Re: RV10-List: Re: QB Fuselage Question
What good kit hasn't been assembled and disassembled at least 4 times?
Somehow, half dozen screws and temporary pop rivets aren't a big deal to
be able to install some good insulation down there, to help keep cabin
noise tolerable.
johngoodman wrote:
<johngoodman@earthlink.net>
>
> You paid a lot for the QB. If you are really terrified of what you
might find under the front floors, buy a fiber optic scope and look.
There are lightening holes behind every space located at the aft end
under the seats.
> Vacuum hoses and magnets also work well.
> John
>
> --------
> #40572 QB Fuselage, wings finished. Finish Kit progressing. Engine
& Panel delivery soon.
> N711JG reserved
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=268168#268168
>
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Message 47
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| Subject: | Re: QB Fuselage Question |
> What good kit hasn't been assembled and disassembled at least 4 times?
> Somehow, half dozen screws and temporary pop rivets aren't a big deal to
> be able to install some good insulation down there, to help keep cabin
> noise tolerable.
Ah, my favorite subject. A good insulation. Try this:
Abesco FP 200. I don't have an interest in it other than I like it and use it.
Here is a place to start your research:
http://cableorganizer.com/abesco-fire-rated-foam/
John
--------
#40572 QB Fuselage, wings finished. Finish Kit progressing. Engine & Panel
delivery soon.
N711JG reserved
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Message 48
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| Subject: | Re: Engine mount boos nuts and washers |
Are you talking about the engine mounted on the engine mount? if so
FF1-5.
From: John Gonzalez
Sent: Thursday, October 15, 2009 8:18 PM
Subject: RV10-List: Engine mount boos nuts and washers
I am ready to lift the engine out of the box with my new engine hoist.
I don't seem to find anywhere in the documentation with the engine or
the FWF that discusses attaching the mount bosses to the engine case. I
presume the correct sized 16 nuts, 16 flat washers and 16 internal tooth
lock washers located with the air carburator unit are for this purpose.
What I would also like to know is these nuts have a raised circular
portion on one side. I presume that this raised side goes against the
serrated washer so that it engages serrations of the lock washer. But
then again, this leaves less surface area of the nut on the lock washer
perimeter which then would ordinarily push down on the other washer?
What is the correct direction?
Seems like a pretty important item to not have any mention of in the
documantation??
Thanks,
John G
Message 49
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I have been looking at the G3X now since I have gone through every other avionics
option. I called Garmin about some questions I had about the system. They
really didn't have anything to tell me or know anything to tell me. I was transferred
four times until I had a field technician who "knew" the G3X system.
I asked him if the GTS 800 TCAS would work with the G3x. He didn't know. I
would think that it would work with it since most of Garmin's stuff seems to
interface well with each other. I also asked him if the VFR WAAS internal GPS
will ever be certified IFR and he said,"no it won't be." I thought that was
weird but I guess you just have to drive it with a 430 or 530 to be IFR certified.
Also I asked him which fuel transducer it uses since I already bought the
red cube but again he didn't know. I suppose it would be the same as the G900X
that Robin already CLEARLY stated. Maybe someone on the Matronics knows more.
Anyone?
--------
Cust. #40936
RV-10 SB Fuselage
N801VR reserved
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