Today's Message Index:
----------------------
1. 04:19 AM - Re: Main Gear Shimmy - While Braking (jkreidler)
2. 04:44 AM - Re: windows & fiberglass (Carl Froehlich)
3. 05:18 AM - Re: RV-10 Takeoff Fuel Flow (Jesse Saint)
4. 05:53 AM - Re: RV-10 Takeoff Fuel Flow (Linn Walters)
5. 06:32 AM - Re: RV-10 Takeoff Fuel Flow (Kelly McMullen)
6. 06:42 AM - Re: windows & fiberglass (Jeff Carpenter)
7. 07:03 AM - Re: RV-10 Takeoff Fuel Flow (David McNeill)
8. 08:22 AM - Re: RV-10 Takeoff Fuel Flow (Jesse Saint)
9. 09:12 AM - Re: RV-10 Takeoff Fuel Flow (RobHickman@aol.com)
10. 09:52 AM - Re: Main Gear Shimmy - While Braking (John Gonzalez)
11. 09:55 AM - Re: RV-10 Takeoff Fuel Flow (Don McDonald)
12. 09:57 AM - Re: windows & fiberglass (John Gonzalez)
13. 10:52 AM - Re: RV-10 Takeoff Fuel Flow (John Cumins)
14. 10:55 AM - Re: RV-10 Takeoff Fuel Flow (RobHickman@aol.com)
15. 11:37 AM - Re: RV-10 Takeoff Fuel Flow (Jesse Saint)
16. 01:20 PM - Re: RV-10 Takeoff Fuel Flow (Kelly McMullen)
17. 03:10 PM - Re: RV-10 Takeoff Fuel Flow (Don McDonald)
18. 03:58 PM - Garmin G900X Update / G3X Update (Robin Marks)
19. 05:22 PM - Re: G-430/W wont aquire gps signal (Thane States)
20. 05:40 PM - Re: Re: G-430/W wont aquire gps signal (Ralph E. Capen)
21. 05:47 PM - Re: Re: G-430/W wont aquire gps signal (Jim)
22. 06:27 PM - Re: Re: G-430/W wont aquire gps signal (Deems Davis)
23. 07:14 PM - Voyager sale Fri only (Tim Olson)
24. 07:15 PM - Re: Main Gear Shimmy - While Braking (Strasnuts)
25. 07:34 PM - Re: Main Gear Shimmy - While Braking (Andrew Stryker)
26. 07:36 PM - Section 31 - Upper Fwd fuse (Perry, Phil)
27. 08:04 PM - Re: Section 31 - Upper Fwd fuse (Bob Leffler)
28. 08:33 PM - Re: Section 31 - Upper Fwd fuse (Perry, Phil)
Message 1
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| Subject: | Re: Main Gear Shimmy - While Braking |
I am not sure I understand your statement.... Please expand.
My point in passing this along was really to say that for us (again for us), the
fix was as simple as tightening the axle nut. This solution came after checking
toe, contemplating balancing tires, researching brake failure modes, etc.
In the end after hours of head scratching it was just a basic maintenance item.
Possibly everyone on the list who has faced main gear shimmy issues has a different
problem, but I could not find this solution anywhere. I also couldn't
find a case of someone who changed their toe setting and solved the problem.
--------
Jason Kreidler
4 Partner Build - Sheboygan Falls, WI
Tony Kolar, Kyle Hokel, Wayne Elser, Jason Kreidler
N44YH - Flying - #40617
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=274735#274735
Message 2
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| Subject: | windows & fiberglass |
Dave,
There have been numerous threads on using or not using Weld On. I decided
to not use Weld On, instead using Hysol (the product used by Lancair for
their windows).
http://www.aerocraftparts.com/ItemForm.aspx?item=9360-QT&ReturnUrl=Categorie
s.aspx?Category=992b7b06-e01b-4918-bb0c-79343cdb7869
I know other builders have used standard fiberglass epoxy or Scotch-Weld
2216 epoxy (both with flox) with successful results. I used the Scotch Weld
product for the control surfaces trailing edge and to install the Naca
ducts. It is a good product.
Talking with other builders and looking at builder websites, here are some
tips I gathered:
1. Have a good 1/16" gap between the edge of the glass and the fiberglass
opening (exterior of the plane). This allows excess adhesive a place to
exit, and fills the gap as well.
2. Mask off everything other than the mating surfaces. I use the "10 rolls
for $3.99" Harbor Freight electrical tape for this as it leaves no residue
and can take some sandpaper hits. For the masking on the edge where I'll do
glass trim work later I use two layers of tape.
3 Roughen the window and fiberglass mating surfaces with 60 grit paper.
4. Apply a thin coat of adhesive to both mating surfaces.
5. Use a mixture of flox, Cab-O-Sil and adhesive to coat the mating
surface. The flox helps fill the voids and the Cab-O-Sil thickens the mix
so it does not run. You may want to experiment first to get a mixture you
like.
6. For Hysol, let cure for a week before doing trim work.
7. I've seen a few RV-10 with cracks around the window where filler was
used. The ones I've seen with the window/fiberglass junction was first
covered with a bid or two of glass then faired in with filler did not have
cracks. My end product will have glass/filler/paint covering the edge so
that you do not see through the window to the adhesive.
Many ways to do this - mine is but one.
Carl Froehlich
RV-8A (500 hrs)
RV-10 (systems install)
-----Original Message-----
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of rvdave
Sent: Wednesday, November 25, 2009 12:37 AM
Subject: RV10-List: windows & fiberglass
Am at the point of doors, windows, and getting ready to attach plex to
fiberglass. I'm considering using sikaflex, West Marine has the
sikaflex291, is this the one others are using, or is there another? Also,
is it common practice to glass over the window edge to cover the flange/plex
bonding point so the adhesive can't be seen through the window?
--------
Dave Ford
RV6 flying
RV10 building
Cadillac, MI
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=274728#274728
Message 3
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| Subject: | Re: RV-10 Takeoff Fuel Flow |
I agree that you don't want your EGT"s too high on takeoff. Within 200 degrees
rich of peak is the danger zone as described by Gami. I don't think I'd want
to see 1300 on takeoff. I'd rather not see over 1250, I think. Rob, I don't
pay that much attention to the actual fuel flow, but I know I've seen anywhere
from 24-26gph (some change obviously caused by the boost pump). What is your
EGT on takeoff? That MAP does seem a little bit low. What is your elevation?
I usually see in the 29"+ range. If you're only making 27.9", then I would
expect a lower fuel flow.
do not archive
Jesse Saint
Saint Aviation, Inc.
jesse@saintaviation.com
Cell: 352-427-0285
Fax: 815-377-3694
On Nov 24, 2009, at 11:49 PM, Kelly McMullen wrote:
>
> I don't know what hood high EGTs means. Fuel flow should be such that
> takeoff EGT is between 1200 and 1300 degrees. That should give you 200
> degrees rich of sea level peak EGT. Anything over 1300 calls for more
> fuel flow, less than 1200, less fuel flow.
>
> On Tue, Nov 24, 2009 at 9:07 PM, Miller John <gengrumpy@aol.com> wrote:
>> Are you getting full rpm, MP and hood high EGT's?
>> Fuel flow is secondary to these indicators.
>> grumpy
>> N184JM
>> do not archive
>>
>> On Nov 24, 2009, at 7:00 PM, RobHickman@aol.com wrote:
>>
>> I am in the middle of injector tuning on my RV-10 and my neighbor is
>> convinced that I do not have enough fuel flow on takeoff.
>>
>> At sea level I am getting:
>>
>> RPM 2700
>> MAN 27.9"
>>
>> 24.2 GPH
>>
>> Rob Hickman
>> N402RH RV-10
>>
>> ===================================
>> lectric.com
>> m">www.buildersbooks.com
>> ebuilthelp.com
>> w.matronics.com/contribution
>> ===================================
>> tp://www.matronics.com/Navigator?RV10-List
>> ===================================
>> nics.com
>> ===================================
>>
>>
>>
>>
>>
>>
>
>
>
>
>
Message 4
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| Subject: | Re: RV-10 Takeoff Fuel Flow |
I'd like to remind y'all that talking EGT numbers really isn't relevant
between aircraft due to differences in installation of the probes.
Distance from the exhaust flange and even the
placement on the circumference of the exhaust pipe will change the
EGT value. What would be relevant is the difference from peak, and ROP
or LOP, much like the GAMI quote from Jesse.
Linn
Jesse Saint wrote:
> <jesse@saintaviation.com>
>
> I agree that you don't want your EGT"s too high on takeoff. Within
> 200 degrees rich of peak is the danger zone as described by Gami. I
> don't think I'd want to see 1300 on takeoff. I'd rather not see over
> 1250, I think. Rob, I don't pay that much attention to the actual
> fuel flow, but I know I've seen anywhere from 24-26gph (some change
> obviously caused by the boost pump). What is your EGT on takeoff?
> That MAP does seem a little bit low. What is your elevation? I
> usually see in the 29"+ range. If you're only making 27.9", then I
> would expect a lower fuel flow.
>
> do not archive
>
> Jesse Saint Saint Aviation, Inc. jesse@saintaviation.com Cell:
> 352-427-0285 Fax: 815-377-3694
>
> On Nov 24, 2009, at 11:49 PM, Kelly McMullen wrote:
>
>>
>>
>> I don't know what hood high EGTs means. Fuel flow should be such
>> that takeoff EGT is between 1200 and 1300 degrees. That should give
>> you 200 degrees rich of sea level peak EGT. Anything over 1300
>> calls for more fuel flow, less than 1200, less fuel flow.
>>
>> On Tue, Nov 24, 2009 at 9:07 PM, Miller John <gengrumpy@aol.com>
>> wrote:
>>> Are you getting full rpm, MP and hood high EGT's? Fuel flow is
>>> secondary to these indicators. grumpy N184JM do not archive
>>>
>>> On Nov 24, 2009, at 7:00 PM, RobHickman@aol.com wrote:
>>>
>>> I am in the middle of injector tuning on my RV-10 and my neighbor
>>> is convinced that I do not have enough fuel flow on takeoff.
>>>
>>> At sea level I am getting:
>>>
>>> RPM 2700 MAN 27.9"
>>>
>>> 24.2 GPH
>>>
>>> Rob Hickman N402RH RV-10
>>>
>>> ==================================== lectric.com
>>> m">www.buildersbooks.com ebuilthelp.com
>>> w.matronics.com/contribution ===================================
>>> tp://www.matronics.com/Navigator?RV10-List
>>> ==================================== nics.com
>>> ===================================
>>>
>>>
>>>
>>>
>>>
>>>
>>
>>
>>
>>
>
>
>
>
>
>
>
Message 5
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| Subject: | Re: RV-10 Takeoff Fuel Flow |
I agree with you in general, however, full power takeoff from sea
level is a consistent benchmark. With standard conditions a rule of
thumb that is a bit rich of what is needed is 1 gph per 10 hp.
As for EGT, I use UBG-16 on my 200hp Mooney, with the probes at the
recommended 1.5" from the exhaust flange. I find that 1300 as an upper
limit, with 1250 as a target works very well, keeps my CHT in the low
300s in all but the hottest weather. I first saw those numbers
recommended by John Deakin. He has since modified that to just use
whatever your sea level EGT at takeoff power for climb...which is okay
for certified planes, but you don't have manufacturer's baseline
recommendations for OBAM aircraft. While temps will vary between
cylinders depending on probe location and orientation, if you keep the
hottest EGT below 1300 and generally closer to 1250, it will be very
safe on a normally aspirated engine which will normally peak in the
high 1400s to low 1500s. As long as the probes are within about 4" of
the exhaust flange the values will be very much in that ballpark. I
use the recommended (by GAMI) fast response EGT probes rather than EIs
standard slow response probes. They cost about $10 more each.
On Wed, Nov 25, 2009 at 6:51 AM, Linn Walters <pitts_pilot@bellsouth.net> wrote:
>
> I'd like to remind y'all that talking EGT numbers really isn't relevant
> between aircraft due to differences in installation of the probes. Distance
> from the exhaust flange and even the
> placement on the circumference of the exhaust pipe will change the
> EGT value. What would be relevant is the difference from peak, and ROP or
> LOP, much like the GAMI quote from Jesse.
> Linn
>
> Jesse Saint wrote:
>>
>> <jesse@saintaviation.com>
>>
>> I agree that you don't want your EGT"s too high on takeoff. Within
>> 200 degrees rich of peak is the danger zone as described by Gami. I
>> don't think I'd want to see 1300 on takeoff. I'd rather not see over
>> 1250, I think. Rob, I don't pay that much attention to the actual
>> fuel flow, but I know I've seen anywhere from 24-26gph (some change
>> obviously caused by the boost pump). What is your EGT on takeoff?
>> That MAP does seem a little bit low. What is your elevation? I
>> usually see in the 29"+ range. If you're only making 27.9", then I
>> would expect a lower fuel flow.
>>
>> do not archive
>>
>> Jesse Saint Saint Aviation, Inc. jesse@saintaviation.com Cell:
>> 352-427-0285 Fax: 815-377-3694
>>
>> On Nov 24, 2009, at 11:49 PM, Kelly McMullen wrote:
>>
>>>
>>>
>>> I don't know what hood high EGTs means. Fuel flow should be such
>>> that takeoff EGT is between 1200 and 1300 degrees. That should give
>>> you 200 degrees rich of sea level peak EGT. Anything over 1300
>>> calls for more fuel flow, less than 1200, less fuel flow.
>>>
>>> On Tue, Nov 24, 2009 at 9:07 PM, Miller John <gengrumpy@aol.com>
>>> wrote:
>>>>
>>>> Are you getting full rpm, MP and hood high EGT's? Fuel flow is
>>>> secondary to these indicators. grumpy N184JM do not archive
>>>>
>>>> On Nov 24, 2009, at 7:00 PM, RobHickman@aol.com wrote:
>>>>
>>>> I am in the middle of injector tuning on my RV-10 and my neighbor
>>>> is convinced that I do not have enough fuel flow on takeoff.
>>>>
>>>> At sea level I am getting:
>>>>
>>>> RPM 2700 MAN 27.9"
>>>>
>>>> 24.2 GPH
>>>>
>>>> Rob Hickman N402RH RV-10
>>>>
>>>> ==================================== lectric.com
>>>> m">www.buildersbooks.com ebuilthelp.com w.matronics.com/contribution
>>>> ===================================
>>>> tp://www.matronics.com/Navigator?RV10-List
>>>> ==================================== nics.com
>>>> ===================================
>>>>
>>>>
>>>>
>>>>
>>>>
>>>>
>>>
>>>
>>>
>>>
>>
>>
>>
>>
>>
>>
>>
>
>
Message 6
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| Subject: | Re: windows & fiberglass |
One of the big reasons to glass over the joint is to keep the paint
from cracking there. You're going to have a somewhat irregular space
between the plexi and the fiberglass. Most materials that you try to
fill it with will expand and contract at different rates than the
plexi and fiberglass and the paint will crack in that spot. Glassing
over that joint will keep that from happening, though it will make for
a much messier event should you ever have to replace the plexi.
Jeff Carpenter
40304
Bonding with Lord Adhesive
On Nov 24, 2009, at 11:12 PM, Rob Kochman wrote:
> Hi, Dave... sounds like you and I are at about the same point. I'd
> read on here that Sikaflex wasn't a good choice because it requires
> a deep "bed" between the fiberglass and plexi, which the RV-10
> design doesn't allow for, but I think some have used it anyway.
> Some people glass over the joint to reduce the chances of cracking
> later, but it shouldn't be necessary to hide the adhesive, since
> that portion of the plexi will be painted.
>
> I need to do my windows sometime in the next month and am still
> undecided on what to use. I like some of what I've heard about the
> FE6026, but it sounds like it's not as strong as the Weld-on. I'll
> probably go with the weld-on if nothing changes between now and the
> time I need to do it.
>
> -Rob
>
> On Tue, Nov 24, 2009 at 9:36 PM, rvdave <davidbf@centurytel.net>
> wrote:
>
> Am at the point of doors, windows, and getting ready to attach plex
> to fiberglass. I'm considering using sikaflex, West Marine has the
> sikaflex291, is this the one others are using, or is there another?
> Also, is it common practice to glass over the window edge to cover
> the flange/plex bonding point so the adhesive can't be seen through
> the window?
>
> --------
> Dave Ford
> RV6 flying
> RV10 building
> Cadillac, MI
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=274728#274728
> ber is the Annual List Fund Raiser. Click on
> -= * AeroElectric www.aeroelectric.com
> omebuiltHELP www.homebuilthelp.com
> http:/r generous support!
> nics List Features Navigator to browse
> s.com/Navigator?RV10-List" target="_blank">http://www.matronics.com/Navigator?RV10-List
> ronics.com/" target="_blank">http://forums.matronics.com
> =============
>
>
> --
> Rob Kochman
> RV-10 "Finishing" Kit
> Woodinville, WA (near Seattle)
> http://kochman.net/N819K
>
>
Message 7
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| Subject: | RV-10 Takeoff Fuel Flow |
Concur. I flew a turbo normalized Cardinal RG using an IO360. The
recommended leaning procedures were by TIT EGT. Fuel flows in the injection
system were set higher than normally aspirated but EGTs were the leaning
byword. Since MP was limited to 28.5 showing on the gauges (even though it
was slightly higher in the system) the procedure was use 1200-1300s as a
range for takeoff and climb regardless of altitude. Target was 1400 for
cruise, although 1650 was manufacturer red line; engineering limit was
beyond that. For the 10 I use 1250 as a takeoff target about 1400 as a
cruise target. The only time EGTs go above 1420 is during the LOP process(
less than a minute). Once LOP is achieved, EGTS drop o the 1350-1400 range
and CHTs drop to the 280-320 range. Fuel flows drop to 9 gph and TAS is
150ktas.
-----Original Message-----
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Kelly McMullen
Sent: Wednesday, November 25, 2009 7:31 AM
Subject: Re: RV10-List: RV-10 Takeoff Fuel Flow
I agree with you in general, however, full power takeoff from sea level is a
consistent benchmark. With standard conditions a rule of thumb that is a bit
rich of what is needed is 1 gph per 10 hp.
As for EGT, I use UBG-16 on my 200hp Mooney, with the probes at the
recommended 1.5" from the exhaust flange. I find that 1300 as an upper
limit, with 1250 as a target works very well, keeps my CHT in the low 300s
in all but the hottest weather. I first saw those numbers recommended by
John Deakin. He has since modified that to just use whatever your sea level
EGT at takeoff power for climb...which is okay for certified planes, but you
don't have manufacturer's baseline recommendations for OBAM aircraft. While
temps will vary between cylinders depending on probe location and
orientation, if you keep the hottest EGT below 1300 and generally closer to
1250, it will be very safe on a normally aspirated engine which will
normally peak in the high 1400s to low 1500s. As long as the probes are
within about 4" of the exhaust flange the values will be very much in that
ballpark. I use the recommended (by GAMI) fast response EGT probes rather
than EIs standard slow response probes. They cost about $10 more each.
On Wed, Nov 25, 2009 at 6:51 AM, Linn Walters <pitts_pilot@bellsouth.net>
wrote:
> --> <pitts_pilot@bellsouth.net>
>
> I'd like to remind y'all that talking EGT numbers really isn't
> relevant between aircraft due to differences in installation of the
> probes. Distance from the exhaust flange and even the placement on the
> circumference of the exhaust pipe will change the EGT value. What
> would be relevant is the difference from peak, and ROP or LOP, much
> like the GAMI quote from Jesse.
> Linn
>
> Jesse Saint wrote:
>>
>> <jesse@saintaviation.com>
>>
>> I agree that you don't want your EGT"s too high on takeoff. Within
>> 200 degrees rich of peak is the danger zone as described by Gami. I
>> don't think I'd want to see 1300 on takeoff. I'd rather not see over
>> 1250, I think. Rob, I don't pay that much attention to the actual
>> fuel flow, but I know I've seen anywhere from 24-26gph (some change
>> obviously caused by the boost pump). What is your EGT on takeoff?
>> That MAP does seem a little bit low. What is your elevation? I
>> usually see in the 29"+ range. If you're only making 27.9", then I
>> would expect a lower fuel flow.
>>
>> do not archive
>>
>> Jesse Saint Saint Aviation, Inc. jesse@saintaviation.com Cell:
>> 352-427-0285 Fax: 815-377-3694
>>
>> On Nov 24, 2009, at 11:49 PM, Kelly McMullen wrote:
>>
>>>
>>>
>>> I don't know what hood high EGTs means. Fuel flow should be such
>>> that takeoff EGT is between 1200 and 1300 degrees. That should give
>>> you 200 degrees rich of sea level peak EGT. Anything over 1300 calls
>>> for more fuel flow, less than 1200, less fuel flow.
>>>
>>> On Tue, Nov 24, 2009 at 9:07 PM, Miller John <gengrumpy@aol.com>
>>> wrote:
>>>>
>>>> Are you getting full rpm, MP and hood high EGT's? Fuel flow is
>>>> secondary to these indicators. grumpy N184JM do not archive
>>>>
>>>> On Nov 24, 2009, at 7:00 PM, RobHickman@aol.com wrote:
>>>>
>>>> I am in the middle of injector tuning on my RV-10 and my neighbor
>>>> is convinced that I do not have enough fuel flow on takeoff.
>>>>
>>>> At sea level I am getting:
>>>>
>>>> RPM 2700 MAN 27.9"
>>>>
>>>> 24.2 GPH
>>>>
>>>> Rob Hickman N402RH RV-10
>>>>
>>>> ==================================== lectric.com
>>>> m">www.buildersbooks.com ebuilthelp.com
>>>> w.matronics.com/contribution ===================================
>>>> tp://www.matronics.com/Navigator?RV10-List
>>>> ==================================== nics.com
>>>> ===================================
>>>>
>>>>
>>>>
>>>>
>>>>
>>>>
>>>
>>>
>>>
>>>
>>
>>
>>
>>
>>
>>
>>
>
>
Message 8
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| Subject: | Re: RV-10 Takeoff Fuel Flow |
For leaning and tuning the engine to know what size of injector is needed, the
actual value isn't relevant, but rather the point at which it peaks. The numbers
are still useful for the current discussion. There will be some variation
based on location, age of sensor, etc., but the numbers for takeoff are still
relevant.
Jesse Saint
Saint Aviation, Inc.
jesse@saintaviation.com
Cell: 352-427-0285
Fax: 815-377-3694
On Nov 25, 2009, at 8:51 AM, Linn Walters wrote:
>
> I'd like to remind y'all that talking EGT numbers really isn't relevant
> between aircraft due to differences in installation of the probes. Distance from
the exhaust flange and even the
> placement on the circumference of the exhaust pipe will change the
> EGT value. What would be relevant is the difference from peak, and ROP or LOP,
much like the GAMI quote from Jesse.
> Linn
Message 9
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| Subject: | Re: RV-10 Takeoff Fuel Flow |
Last flight I got the following EGT's on takeoff
1305 1322 1289 1275 1277 1284
Is it possible to slightly increase the fuel flow on a RSA injector body
without having to sent it in?
Rob Hickman
N402RH RV-10
In a message dated 11/24/2009 8:58:34 P.M. Pacific Standard Time,
apilot2@gmail.com writes:
--> RV10-List message posted by: Kelly McMullen <apilot2@gmail.com>
I don't know what hood high EGTs means. Fuel flow should be such that
takeoff EGT is between 1200 and 1300 degrees. That should give you 200
degrees rich of sea level peak EGT. Anything over 1300 calls for more
fuel flow, less than 1200, less fuel flow.
On Tue, Nov 24, 2009 at 9:07 PM, Miller John <gengrumpy@aol.com> wrote:
> Are you getting full rpm, MP and hood high EGT's?
> Fuel flow is secondary to these indicators.
> grumpy
> N184JM
> do not archive
>
> On Nov 24, 2009, at 7:00 PM, RobHickman@aol.com wrote:
>
> I am in the middle of injector tuning on my RV-10 and my neighbor is
> convinced that I do not have enough fuel flow on takeoff.
>
> At sea level I am getting:
>
> RPM 2700
> MAN 27.9"
>
> 24.2 GPH
>
> Rob Hickman
> N402RH RV-10
>
> ===================================
> lectric.com
> m">www.buildersbooks.com
> ebuilthelp.com
> w.matronics.com/contribution
> ===================================
> tp://www.matronics.com/Navigator?RV10-List
> ===================================
> nics.com
> ===================================
>
>
>
>
>
Message 10
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| Subject: | Main Gear Shimmy - While Braking |
I see that on mine also Rt In=2C Lf Out. Problem is not necessarily correct
ed by changing the hole location as it may be the bend in the gear leg itse
lf.
> To: rv10-list@matronics.com
> Subject: Re: RV10-List: Main Gear Shimmy - While Braking
> From: sean@braunandco.com
> Date: Wed=2C 25 Nov 2009 03:06:28 +0000
>
>
> This is why I think a lot of the gear legs are misaligned. My right gear
was toed in and my left was toed out until I drilled the left gear to match
the right at 1.10 degrees in.
> ------Original Message------
> From: jkreidler
> Sender: owner-rv10-list-server@matronics.com
> To: rv10-list@matronics.com
> ReplyTo: rv10-list@matronics.com
> Sent: Nov 24=2C 2009 7:19 PM
> Subject: RV10-List: Main Gear Shimmy - While Braking
>
com>
>
> We have been working on solving a main gear shimmy while braking. First j
ust to clarify our symptoms=2C after landing=2C after the nose wheel comes
down=2C as soon as we went to the brakes we got a shimmy. If we did not use
the brakes we did not have a shimmy. We visually confirmed it was main gea
r shimmy. We also had a scalloped wear patter starting on our mains (80 hou
rs TT).
>
> I may be stating something very obvious=2C but the fix was very simple=2C
we had to re-torque our axle nuts. Tightened up the nuts=2C and the shimmy
is gone.
>
> Just passing along an experience.....
>
> --------
> Jason Kreidler
> 4 Partner Build - Sheboygan Falls=2C WI
> Tony Kolar=2C Kyle Hokel=2C Wayne Elser=2C Jason Kreidler
> N44YH - Flying - #40617
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=274711#274711
>
>
>
>
>
>
>
>
>
>
>
>
> Sent via BlackBerry from T-Mobile
>
>
===========
===========
===========
===========
>
>
>
Message 11
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| Subject: | Re: RV-10 Takeoff Fuel Flow |
Rob, it would be nice to see how those numbers compare to the PEAK and LOP
numbers.- Are the #1 and #2 cylinders still the highest?- What is the o
rder of the cylinders as they relate to reaching peak.... in gph?- What w
ere the dimensions for the temp probe install.- Is it possible that #1 an
d/or #2 were slightly closer to the cylinder heads?
Don McDonald
--- On Wed, 11/25/09, RobHickman@aol.com <RobHickman@aol.com> wrote:
From: RobHickman@aol.com <RobHickman@aol.com>
Subject: Re: RV10-List: RV-10 Takeoff Fuel Flow
Last flight I got the following EGT's on takeoff
-
1305
1322
1289
1275
1277
1284
-
Is it possible to slightly increase the fuel flow on a RSA injector body wi
thout having to sent it in?
-
Rob Hickman
N402RH- RV-10
-
-
-
-
-
In a message dated 11/24/2009 8:58:34 P.M. Pacific Standard Time, apilot2@g
mail.com writes:
I don't know what hood high EGTs means. Fuel flow should be such that
takeoff EGT is between 1200 and 1300 degrees. That should give you 200
degrees rich of sea level peak EGT. Anything over 1300 calls for more
fuel flow, less than 1200, less fuel flow.
On Tue, Nov 24, 2009 at 9:07 PM, Miller John <gengrumpy@aol.com> wrote:
> Are you getting full rpm, MP and hood high EGT's?
> Fuel flow is secondary to these indicators.
> grumpy
> N184JM
> do not archive
>
> On Nov 24, 2009, at 7:00 PM, RobHickman@aol.com wrote:
>
> I am in the middle of injector-tuning on my RV-10 and my neighbor is
> convinced that I do not have enough fuel flow on takeoff.
>
> At sea level I am getting:
>
> RPM----2700
> MAN----27.9"
>
> 24.2 GPH
>
> Rob Hickman
> N402RH RV-10
>
> ========================
===========
> lectric.com
> m">www.buildersbooks.com
> ebuilthelp.com
> w.matronics.com/contribution
> ========================
===========
> tp://www.matronics.com/Navigator?RV10-List
> ========================
===========
> nics.com
> ========================
===========
>
>
> ========================
========================nbs
p; - - - -- (And Get Some AWESOME FREE to find Gifts tric re b k
you for p; - - - - - - - - - - -Matt Dralle, List =
======================= the t
ies Day ======================
= - - - - - -- - MATRONICS WEB FORUMS =======
=================
=0A=0A=0A
Message 12
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| Subject: | windows & fiberglass |
SIkaflex states that it needs a critical thickness to allow the material to
not only adhere=2C but more importantly stretch as the plexi expands and c
ontracts with thermal changes. The idea with SIkaflex it a floating bed. It
is an excellent material but it really is not designed for this applicatio
n.
A builder could make it work if one adds more fiberglass to the inside of t
he door area where the windows adhere. Then route out the outside of this j
oggle so the depth of the channel is deeper allowing the Sikafles to be the
correct critical thickness. Correct use would also mean allowing enough w
indow gap around the perimeter so the window can expand without hitting the
fiberglass door edge.
Sikaflex is paintable but the paint will crack under the expansions and con
traction of the material in the gap. So it you us sikaflex correctly=2C you
would also need to fabricate a slip joint with the fiberglass which bonds
to the door and covers this gap. The fiberglass would bond to the fiberglas
s door=2C but not bond to the plexi=2C thus allowing the plexi to move unde
r the fiberglass. With that said=2C the fiberglass would need to be pretty
thick for obvious reason in addition it would need to withstand the bulging
action of the Sikaflex in the gap as the plexi expands.
For those who do not appreciate how much plexi expands with thermal changes
=2C trust me.
Basically=2C sikaflex can be used correctly on the 10 but a lot of modifica
tion would need to be done to use it.
If one does not do this=2C then it really is not being used correctly and l
ong term success is an unknown
The above method would be the best way to put in the windows instead of cap
turing the plexi in the fiberglass and distributing the expansion into the
actual door...with that said=2C I used Weldon and hope that I do not allow
the plane to heat up so much that my excellent fitting doors do not close b
ecause the door is warped when the plexi is hot/ or cold.
John
Subject: Re: RV10-List: windows & fiberglass
From: rv10rob@gmail.com
Hi=2C Dave... sounds like you and I are at about the same point. I'd read
on here that Sikaflex wasn't a good choice because it requires a deep "bed"
between the fiberglass and plexi=2C which the RV-10 design doesn't allow f
or=2C but I think some have used it anyway. Some people glass over the joi
nt to reduce the chances of cracking later=2C but it shouldn't be necessary
to hide the adhesive=2C since that portion of the plexi will be painted.
I need to do my windows sometime in the next month and am still undecided o
n what to use. I like some of what I've heard about the FE6026=2C but it s
ounds like it's not as strong as the Weld-on. I'll probably go with the we
ld-on if nothing changes between now and the time I need to do it.
-Rob
On Tue=2C Nov 24=2C 2009 at 9:36 PM=2C rvdave <davidbf@centurytel.net> wrot
e:
Am at the point of doors=2C windows=2C and getting ready to attach plex to
fiberglass. I'm considering using sikaflex=2C West Marine has the sikaflex
291=2C is this the one others are using=2C or is there another? Also=2C is
it common practice to glass over the window edge to cover the flange/plex
bonding point so the adhesive can't be seen through the window?
--------
Dave Ford
RV6 flying
RV10 building
Cadillac=2C MI
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=274728#274728
ber is the Annual List Fund Raiser. Click on
-= * AeroElectric www.aeroelectric.com
omebuiltHELP www.homebuilthelp.com
http:/r generous support!
nics List Features Navigator to browse
s.com/Navigator?RV10-List" target="_blank">http://www.matronics.com/Navig
ator?RV10-List
ronics.com/" target="_blank">http://forums.matronics.com
=============
--
Rob Kochman
RV-10 "Finishing" Kit
Woodinville=2C WA (near Seattle)
http://kochman.net/N819K
Message 13
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| Subject: | RV-10 Takeoff Fuel Flow |
Rob
The fuel injection servo will manage the fuel flow based in what is set on
the flow bench. Your egt for take off are perfect and you are getting about
the right ff for take off. I agree with the 1 gph per 10 hp. This is a
perfect ball park. The servo takes into consideration, mp, air density,
temperature and everything else it might need. I truly do not think you
have any issues.
I would also recommend that you use 1300 for climb egt lean as you climb to
maintain 1300 you will keep that engine very happy for a very long time.
John G. Cumins
President
JC'S Interactive Systems
2499 B1 Martin Rd
Fairfield Ca 94533
707-425-7100
707-425-7576 Fax
Your Total Technology Solution Provider
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of
RobHickman@aol.com
Sent: Wednesday, November 25, 2009 9:11 AM
Subject: Re: RV10-List: RV-10 Takeoff Fuel Flow
Last flight I got the following EGT's on takeoff
1305
1322
1289
1275
1277
1284
Is it possible to slightly increase the fuel flow on a RSA injector body
without having to sent it in?
Rob Hickman
N402RH RV-10
In a message dated 11/24/2009 8:58:34 P.M. Pacific Standard Time,
apilot2@gmail.com writes:
I don't know what hood high EGTs means. Fuel flow should be such that
takeoff EGT is between 1200 and 1300 degrees. That should give you 200
degrees rich of sea level peak EGT. Anything over 1300 calls for more
fuel flow, less than 1200, less fuel flow.
On Tue, Nov 24, 2009 at 9:07 PM, Miller John <gengrumpy@aol.com> wrote:
> Are you getting full rpm, MP and hood high EGT's?
> Fuel flow is secondary to these indicators.
> grumpy
> N184JM
> do not archive
>
> On Nov 24, 2009, at 7:00 PM, RobHickman@aol.com wrote:
>
> I am in the middle of injector tuning on my RV-10 and my neighbor is
> convinced that I do not have enough fuel flow on takeoff.
>
> At sea level I am getting:
>
> RPM 2700
> MAN 27.9"
>
> 24.2 GPH
>
> Rob Hickman
> N402RH RV-10
>
> ===================================
> lectric.com
> m">www.buildersbooks.com
> ebuilthelp.com
> w.matronics.com/contribution
> ===================================
> tp://www.matronics.com/Navigator?RV10-List
> ===================================
> nics.com
> ===================================
>
>
> ================================================nbsp; (And Get
Some AWESOME FREE to find Gifts tric re b k you for p;
-Matt Dralle, List ======================== the ties Day
================================================ - MATRONICS
WEB FORUMS =================================================
Message 14
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| Subject: | Re: RV-10 Takeoff Fuel Flow |
Test #1 2500 RPM 22" MP Fuel Flow EGT 1 EGT 2 EGT 3 EGT 4 EGT 5
EGT 6 13.0 1417 1420 1392 1374 1377 1397 12.8 1426 1422 1401 1377 1385
1405 12.6 1433 1422 1411 1386 1395 1412 12.4 1430 1410 1420 1397 1401 1419
12.3 1428 1403 1431 1405 1406 1414 12.2 1424 1396 1429 1408 1409 1413 12.1
1414 1389 1430 1413 1407 1409 11.9 1407 1379 1427 1417 1402 1402 11.8 1400
1374 1422 1420 1398 1397 11.5 1375 1345 1401 1420 1380 1374 11.3 1368
1340 1393 1417 1370 1366 11.2 1362 1332 1388 1410 1361 1358
Test #2 2500 RPM 22" MP Fuel Flow EGT 1 EGT 2 EGT 3 EGT 4 EGT 5 EGT 6
12.9 1427 1398 1400 1380 1382 1402 12.8 1432 1423 1407 1387 1388 1406 12.6
1434 1421 1419 1395 1396 1414 12.4 1437 1418 1422 1397 1402 1415 12.3 1424
1405 1427 1407 1402 1414 12.2 1414 1391 1429 1412 1406 1409 11.9 1403
1377 1427 1416 1398 1400 11.8 1396 1372 1424 1420 1393 1394 11.7 1390 1360
1416 1424 1391 1390 11.5 1380 1353 1405 1423 1380 1375 11.4 1373 1346 1396
1419 1371 1368 11.2 1361 1335 1384 1413 1360 1360
The plane currently has .028 injectors, I have the following injectors
on order
Cylinder #4 .027
Cylinder #3 & #5 .0275
Rob Hickman
N402RH RV-10
In a message dated 11/25/2009 9:57:38 A.M. Pacific Standard Time,
building_partner@yahoo.com writes:
Rob, it would be nice to see how those numbers compare to the PEAK and LOP
numbers. Are the #1 and #2 cylinders still the highest? What is the
order of the cylinders as they relate to reaching peak.... in gph? What were
the dimensions for the temp probe install. Is it possible that #1 and/or #2
were slightly closer to the cylinder heads?
Don McDonald
--- On Wed, 11/25/09, RobHickman@aol.com <RobHickman@aol.com> wrote:
From: RobHickman@aol.com <RobHickman@aol.com>
Subject: Re: RV10-List: RV-10 Takeoff Fuel Flow
Last flight I got the following EGT's on takeoff
1305 1322 1289 1275 1277 1284
Is it possible to slightly increase the fuel flow on a RSA injector body
without having to sent it in?
Rob Hickman
N402RH RV-10
In a message dated 11/24/2009 8:58:34 P.M. Pacific Standard Time,
apilot2@gmail.com writes:
I don't know what hood high EGTs means. Fuel flow should be such that
takeoff EGT is between 1200 and 1300 degrees. That should give you 200
degrees rich of sea level peak EGT. Anything over 1300 calls for more
fuel flow, less than 1200, less fuel flow.
On Tue, Nov 24, 2009 at 9:07 PM, Miller John <gengrumpy@aol.com> wrote:
> Are you getting full rpm, MP and hood high EGT's?
> Fuel flow is secondary to these indicators.
> grumpy
> N184JM
> do not archive
>
> On Nov 24, 2009, at 7:00 PM, RobHickman@aol.com wrote:
>
> I am in the middle of injector tuning on my RV-10 and my neighbor is
> convinced that I do not have enough fuel flow on takeoff.
>
> At sea level I am getting:
>
> RPM 2700
> MAN 27.9"
>
> 24.2 GPH
>
> Rob Hickman
> N402RH RV-10
>
> ===================================
> lectric.com
> m">www.buildersbooks.com
> ebuilthelp.com
> w.matronics.com/contribution
> ===================================
> tp://www.matronics.com/Navigator?RV10-List
> ==========
> nics.com
> ===================================
>
>
> =======================nbsp; (And Get Some AWESOME FREE to
find Gifts tric re b k you for p; -Matt Dralle, List
======================== the ties Day ======================= - MATRONICS
WEB FORUMS
========================
_blank rel=nofollow>www.aeroelectric.com
/" target=_blank rel=nofollow>www.buildersbooks.com =_blank
rel=nofollow>www.homebuilthelp.com blank rel=nofollow>http://www.matronics.com/contribution
get=_blank rel=nofollow>http://www.matronics.com/Navigator?RV10-List
=nofollow>http://forums.matronics.com
(http://www.aeroelectric.com/)
(http://www.buildersbooks.com/)
(http://www.homebuilthelp.com/)
(http://www.matronics.com/contribution)
(http://www.matronics.com/Navigator?RV10-List)
Message 15
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| Subject: | Re: RV-10 Takeoff Fuel Flow |
That conclusion looks good. In talking to Kyle at Airflow Performance,
the most recent test I have done I started with .026" restrictors and am
going down from there. He says that it better for lower fuel flows
(under 10gph). I've done 2 engines starting with .028" and have been
very happy with the results. You'll be very happy with your results
after you're finished, although don't be surprised if you have to do
another round. I've done 2 rounds of changes on one engine and 3 on the
other that I finished testing to get to where everything was within .4
gph.
do not archive
Jesse Saint
Saint Aviation, Inc.
jesse@saintaviation.com
Cell: 352-427-0285
Fax: 815-377-3694
On Nov 25, 2009, at 1:34 PM, RobHickman@aol.com wrote:
> Test #1 2500 RPM 22" MP
> Fuel Flow EGT 1 EGT 2 EGT 3 EGT 4 EGT 5 EGT 6
> 13.0 1417 1420 1392 1374 1377 1397
> 12.8 1426 1422 1401 1377 1385 1405
> 12.6 1433 1422 1411 1386 1395 1412
> 12.4 1430 1410 1420 1397 1401 1419
> 12.3 1428 1403 1431 1405 1406 1414
> 12.2 1424 1396 1429 1408 1409 1413
> 12.1 1414 1389 1430 1413 1407 1409
> 11.9 1407 1379 1427 1417 1402 1402
> 11.8 1400 1374 1422 1420 1398 1397
> 11.5 1375 1345 1401 1420 1380 1374
> 11.3 1368 1340 1393 1417 1370 1366
> 11.2 1362 1332 1388 1410 1361 1358
> Test #2 2500 RPM 22" MP
> Fuel Flow EGT 1 EGT 2 EGT 3 EGT 4 EGT 5 EGT 6
> 12.9 1427 1398 1400 1380 1382 1402
> 12.8 1432 1423 1407 1387 1388 1406
> 12.6 1434 1421 1419 1395 1396 1414
> 12.4 1437 1418 1422 1397 1402 1415
> 12.3 1424 1405 1427 1407 1402 1414
> 12.2 1414 1391 1429 1412 1406 1409
> 11.9 1403 1377 1427 1416 1398 1400
> 11.8 1396 1372 1424 1420 1393 1394
> 11.7 1390 1360 1416 1424 1391 1390
> 11.5 1380 1353 1405 1423 1380 1375
> 11.4 1373 1346 1396 1419 1371 1368
> 11.2 1361 1335 1384 1413 1360 1360
>
> The plane currently has .028 injectors, I have the following
injectors on order
>
> Cylinder #4 .027
> Cylinder #3 & #5 .0275
>
> Rob Hickman
> N402RH RV-10
>
> In a message dated 11/25/2009 9:57:38 A.M. Pacific Standard Time,
building_partner@yahoo.com writes:
> Rob, it would be nice to see how those numbers compare to the PEAK and
LOP numbers. Are the #1 and #2 cylinders still the highest? What is
the order of the cylinders as they relate to reaching peak.... in gph?
What were the dimensions for the temp probe install. Is it possible
that #1 and/or #2 were slightly closer to the cylinder heads?
> Don McDonald
>
> --- On Wed, 11/25/09, RobHickman@aol.com <RobHickman@aol.com> wrote:
>
> From: RobHickman@aol.com <RobHickman@aol.com>
> Subject: Re: RV10-List: RV-10 Takeoff Fuel Flow
> To: rv10-list@matronics.com
> Date: Wednesday, November 25, 2009, 9:10 AM
>
> Last flight I got the following EGT's on takeoff
>
> 1305 1322 1289 1275 1277 1284
>
> Is it possible to slightly increase the fuel flow on a RSA injector
body without having to sent it in?
>
> Rob Hickman
> N402RH RV-10
>
>
>
>
>
> In a message dated 11/24/2009 8:58:34 P.M. Pacific Standard Time,
apilot2@gmail.com writes:
>
> I don't know what hood high EGTs means. Fuel flow should be such that
> takeoff EGT is between 1200 and 1300 degrees. That should give you 200
> degrees rich of sea level peak EGT. Anything over 1300 calls for more
> fuel flow, less than 1200, less fuel flow.
>
> On Tue, Nov 24, 2009 at 9:07 PM, Miller John <gengrumpy@aol.com>
wrote:
> > Are you getting full rpm, MP and hood high EGT's?
> > Fuel flow is secondary to these indicators.
> > grumpy
> > N184JM
> > do not archive
> >
> > On Nov 24, 2009, at 7:00 PM, RobHickman@aol.com wrote:
> >
> > I am in the middle of injector tuning on my RV-10 and my neighbor is
> > convinced that I do not have enough fuel flow on takeoff.
> >
> > At sea level I am getting:
> >
> > RPM 2700
> > MAN 27.9"
> >
> > 24.2 GPH
> >
> > Rob Hickman
> > N402RH RV-10
> >
> > ========================
===========
> > lectric.com
> > m">www.buildersbooks.com
> > ebuilthelp.com
> > w.matronics.com/contribution
> > ========================
===========
> > tp://www.matronics.com/Navigator?RV10-List
> > ==========
> > nics.com
> > ========================
===========
> >
> >
> > =======================n
bsp; (And Get Some AWESOME FREE to find Gifts tric re b k you
for p; -Matt Dralle, List ==========
============== the ties Day
=======================
- MATRONICS WEB FORUMS ==============
>
>
>
>
> _blank rel=nofollow>www.aeroelectric.com
> /" target=_blank rel=nofollow>www.buildersbooks.com
> =_blank rel=nofollow>www.homebuilthelp.com
> blank rel=nofollow>http://www.matronics.com/contribution
> get=_blank rel=nofollow>http://www.matronics.com/Navigator?RV10-List
> =nofollow>http://forums.matronics.com
>
>
>
>
> ========================
===========
> ttp://www.aeroelectric.com/">www.aeroelectric.com
> m/ href="http://www.buildersbooks.com/">www.buildersbooks.com
> "http://www.homebuilthelp.com/">www.homebuilthelp.com
>
tp://www.matronics.com/contribution">http://www.matronics.com/contribution
> ========================
===========
>
f="http://www.matronics.com/Navigator?RV10-List">http://www.matronics.co
m/Navigator?RV10-List
> ========================
===========
> ms.matronics.com/">http://forums.matronics.com
> ========================
===========
>
>
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>
Message 16
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| Subject: | Re: RV-10 Takeoff Fuel Flow |
I believe your takeoff EGTs will come in line when you get the mixtures
balanced. You are close enough that I doubt you need to do anything with
the servo. In the meantime, using the boost pump until the first power
reduction may help.
RobHickman@aol.com wrote:
> Test #1 2500 RPM 22" MP
> Fuel Flow EGT 1 EGT 2 EGT 3 EGT 4 EGT 5 EGT 6
> 13.0 1417 1420 1392 1374 1377 1397
> 12.8 1426 1422 1401 1377 1385 1405
> 12.6 1433 1422 1411 1386 1395 1412
> 12.4 1430 1410 1420 1397 1401 1419
> 12.3 1428 1403 1431 1405 1406 1414
> 12.2 1424 1396 1429 1408 1409 1413
> 12.1 1414 1389 1430 1413 1407 1409
> 11.9 1407 1379 1427 1417 1402 1402
> 11.8 1400 1374 1422 1420 1398 1397
> 11.5 1375 1345 1401 1420 1380 1374
> 11.3 1368 1340 1393 1417 1370 1366
> 11.2 1362 1332 1388 1410 1361 1358
>
Message 17
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| Subject: | Re: RV-10 Takeoff Fuel Flow |
Maybe the issue with #4 is it's position on the spider.... my-#4 was the
same way... went to a .027, and it wasn't quite small enough, so ended up w
ith a .0265... Now all really close.
Rob, I had 25.6 gph on takeoff today.
Don McDonald
--- On Wed, 11/25/09, RobHickman@aol.com <RobHickman@aol.com> wrote:
From: RobHickman@aol.com <RobHickman@aol.com>
Subject: Re: RV10-List: RV-10 Takeoff Fuel Flow
Test #1
2500 RPM
22" MP
Fuel Flow
EGT 1
EGT 2
EGT 3
EGT 4
EGT 5
EGT 6
13.0
1417
1420
1392
1374
1377
1397
12.8
1426
1422
1401
1377
1385
1405
12.6
1433
1422
1411
1386
1395
1412
12.4
1430
1410
1420
1397
1401
1419
12.3
1428
1403
1431
1405
1406
1414
12.2
1424
1396
1429
1408
1409
1413
12.1
1414
1389
1430
1413
1407
1409
11.9
1407
1379
1427
1417
1402
1402
11.8
1400
1374
1422
1420
1398
1397
11.5
1375
1345
1401
1420
1380
1374
11.3
1368
1340
1393
1417
1370
1366
11.2
1362
1332
1388
1410
1361
1358
Test #2
2500 RPM
22" MP
Fuel Flow
EGT 1
EGT 2
EGT 3
EGT 4
EGT 5
EGT 6
12.9
1427
1398
1400
1380
1382
1402
12.8
1432
1423
1407
1387
1388
1406
12.6
1434
1421
1419
1395
1396
1414
12.4
1437
1418
1422
1397
1402
1415
12.3
1424
1405
1427
1407
1402
1414
12.2
1414
1391
1429
1412
1406
1409
11.9
1403
1377
1427
1416
1398
1400
11.8
1396
1372
1424
1420
1393
1394
11.7
1390
1360
1416
1424
1391
1390
11.5
1380
1353
1405
1423
1380
1375
11.4
1373
1346
1396
1419
1371
1368
11.2
1361
1335
1384
1413
1360
1360
-
The plane currently-has .028 injectors,-- -I have the following inj
ectors on order
-
Cylinder #4-------- -------------
-- .027
Cylinder #3 & #5-------------- .0275
-
Rob Hickman
N402RH- RV-10
-
In a message dated 11/25/2009 9:57:38 A.M. Pacific Standard Time, building_
partner@yahoo.com writes:
Rob, it would be nice to see how those numbers compare to the PEAK and LOP
numbers.- Are the #1 and #2 cylinders still the highest?- What is the o
rder of the cylinders as they relate to reaching peak.... in gph?- What w
ere the dimensions for the temp probe install.- Is it possible that #1 an
d/or #2 were slightly closer to the cylinder heads?
Don McDonald
--- On Wed, 11/25/09, RobHickman@aol.com <RobHickman@aol.com> wrote:
From: RobHickman@aol.com <RobHickman@aol.com>
Subject: Re: RV10-List: RV-10 Takeoff Fuel Flow
Last flight I got the following EGT's on takeoff
-
1305
1322
1289
1275
1277
1284
-
Is it possible to slightly increase the fuel flow on a RSA injector body wi
thout having to sent it in?
-
Rob Hickman
N402RH- RV-10
-
-
-
-
-
In a message dated 11/24/2009 8:58:34 P.M. Pacific Standard Time, apilot2@g
mail.com writes:
I don't know what hood high EGTs means. Fuel flow should be such that
takeoff EGT is between 1200 and 1300 degrees. That should give you 200
degrees rich of sea level peak EGT. Anything over 1300 calls for more
fuel flow, less than 1200, less fuel flow.
On Tue, Nov 24, 2009 at 9:07 PM, Miller John <gengrumpy@aol.com> wrote:
> Are you getting full rpm, MP and hood high EGT's?
> Fuel flow is secondary to these indicators.
> grumpy
> N184JM
> do not archive
>
> On Nov 24, 2009, at 7:00 PM, RobHickman@aol.com wrote:
>
> I am in the middle of injector-tuning on my RV-10 and my neighbor is
> convinced that I do not have enough fuel flow on takeoff.
>
> At sea level I am getting:
>
> RPM----2700
> MAN----27.9"
>
> 24.2 GPH
>
> Rob Hickman
> N402RH RV-10
>
> ========================
===========
> lectric.com
> m">www.buildersbooks.com
> ebuilthelp.com
> w.matronics.com/contribution
> ========================
===========
> tp://www.matronics.com/Navigator?RV10-List
> ==========
> nics.com
> ========================
===========
>
>
> =======================nbsp
; - - - -- (And Get Some AWESOME FREE to find Gifts tric re b k y
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Message 18
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| Subject: | Garmin G900X Update / G3X Update |
G900X owners I spoke with Tim at Garmin today and he tells me the new
system software will probably be released before the end of the year.
When we last spoke he mentioned that data logging would be available on
the most recent update but it did not make the cut so there is a good
possibility it will be on this update. That would be nice.
To those contemplating a G3X I asked about Synthetic Vision (SVT) option
and he said Garmin has not announced anything HOWEVER... Tim did mention
that Garmin understands all the competition has synthetic vision
soooooooooooo wink, wink...
Happy Thanksgiving to all,
Robin
Message 19
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| Subject: | Re: G-430/W wont aquire gps signal |
Just wanted to see if anyone has had a similar problem??
I have a G-430 /W and after 6 weeks of down time to complete Conditional
Inspection, I am unable to get the unit to aquire a signal and thus
position. It has done this in the past maybe 5-6 times but always came
up within 5 minutes or so.
Today I was unable to get to work by powering the unit down.
Any ideas or input would be great.
Thane States
N321BY
80 hrs.
Message 20
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| Subject: | Re: G-430/W wont aquire gps signal |
You may need to ensure the time is correct and give it a rough idea of
where it is located. Also, make sure it is outside and can 'see' the
satellites (not trying to be a smart @ss) - I used an extension cable
on my GPS antenna to put it outside the hangar when I couldn't roll my
plane around. Also, part of my oil-change requires me to remove my GPS
antenna (it's mounted under the cowl and is in the way of the wrench to
loosen the fliter) - so I test mine after each oil change too...just
some thoughts
Before I swapped out my GX60 for a GNC420W, the GX60 needed a little
help in figuring out where it was.
Something to try - haven't had this problem with the new 420W....
----- Original Message -----
From: Thane States
To: rv10-list@matronics.com
Sent: Wednesday, November 25, 2009 8:20 PM
Subject: RV10-List: Re: G-430/W wont aquire gps signal
Just wanted to see if anyone has had a similar problem??
I have a G-430 /W and after 6 weeks of down time to complete
Conditional Inspection, I am unable to get the unit to aquire a signal
and thus position. It has done this in the past maybe 5-6 times but
always came up within 5 minutes or so.
Today I was unable to get to work by powering the unit down.
Any ideas or input would be great.
Thane States
N321BY
80 hrs.
href="http://www.aeroelectric.com">www.aeroelectric.com
href="http://www.buildersbooks.com">www.buildersbooks.com
href="http://www.homebuilthelp.com">www.homebuilthelp.com
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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
Message 21
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| Subject: | Re: G-430/W wont aquire gps signal |
Couple of things to check:
- Make sure you are not in a metal
hanger (Visible Sky). Sounds silly, but the unit must be able to see
the sky.
- Check the cable to the GPS antenna. It is an active
antenna and gets DC power from the 430W. Make sure the connections
are good and no stray shield wire strands are creating shorts.
- Make
sure antenna location is optimum. On the top of the instrument
panel, top of the fuselage or way out under the cowling away from the
firewall.
Jim C (N312F - Flying 140 hours - almost ready to do
first condition inspection)
--------------------------------------------------
Just
wanted to see if anyone has had a similar problem??
I have a G-430 /W
and after 6 weeks of down time to complete Conditional
Inspection, I
am unable to get the unit to aquire a signal and thus
position. It
has done this in the past maybe 5-6 times but always came up
within 5
minutes or so.
Today I was unable to get to work by powering the
unit down.
Any ideas or input would be great.
Thane States
N321BY
80 hrs.
Message 22
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| Subject: | Re: G-430/W wont aquire gps signal |
I've had this problem before, after being down for some period of time.
The solution for me was to let the GPS search for up to 20-30 minutes.
I'm not a rocket scientist, but the position of the satellites has
likely changed since you went down for inspection, and when I talked to
the GPS gurus' @ Freeflight they said it could easily take 20 + minutes
particularly if the plane was moved from it's last 'on' position.
Deems Davis
N519PJ
www.deemsrv10.com
Thane States wrote:
> Just wanted to see if anyone has had a similar problem??
> I have a G-430 /W and after 6 weeks of down time to complete
> Conditional Inspection, I am unable to get the unit to aquire a signal
> and thus position. It has done this in the past maybe 5-6 times but
> always came up within 5 minutes or so.
> Today I was unable to get to work by powering the unit down.
> Any ideas or input would be great.
> Thane States
> N321BY
> 80 hrs.
>
>
> *
>
> href="http://www.aeroelectric.com">www.aeroelectric.com
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Message 23
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| Subject: | Voyager sale Fri only |
Just got the latest newsletter and they claim the lowest prices EVER
on lifetime chart subscriptions and some other things for Friday only.
Tim
Message 24
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| Subject: | Re: Main Gear Shimmy - While Braking |
jkreidler,
Sorry about the reply, I received it on my phone and didn't see your fix from the
weird format on my phone. I just thought you had a shimmy and you didn't know
what was wrong.
--------
Cust. #40936
RV-10 SB Fuselage
N801VR reserved
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=274833#274833
Message 25
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| Subject: | Re: Main Gear Shimmy - While Braking |
Not obvious so some of the lesser experienced here (i.e. me). Thanks
for the info!
Andrew Stryker
Building - Empennage
jkreidler wrote:
>
> We have been working on solving a main gear shimmy while braking. First just
to clarify our symptoms, after landing, after the nose wheel comes down, as soon
as we went to the brakes we got a shimmy. If we did not use the brakes we
did not have a shimmy. We visually confirmed it was main gear shimmy. We also
had a scalloped wear patter starting on our mains (80 hours TT).
>
> I may be stating something very obvious, but the fix was very simple, we had
to re-torque our axle nuts. Tightened up the nuts, and the shimmy is gone.
>
> Just passing along an experience.....
>
> --------
> Jason Kreidler
> 4 Partner Build - Sheboygan Falls, WI
> Tony Kolar, Kyle Hokel, Wayne Elser, Jason Kreidler
> N44YH - Flying - #40617
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=274711#274711
>
>
>
Message 26
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| Subject: | Section 31 - Upper Fwd fuse |
I'm completing 31-2 step #2 and there is a missing measurement on their
fabrication drawing.
If you look at the drawing, they give you the overall length of the
F-1044B angle and they give you all kinds of detail about the right
side.
However, on the left side they don't give you any information regarding
the amount of material that needs to be removed from the angle aluminum.
How much material needs to be removed so we get the appropriate length
on the tab?
Thanks,
Phil
Message 27
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| Subject: | Section 31 - Upper Fwd fuse |
The primary reason for removing material is to facilitate the bend. I just
removed a little more than the width of the F-1001B Upper Angle.
Welcome to the fuselage plans. You have to read between the lines quite a
bit more than in the previous plans.
bob
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Perry, Phil
Sent: Wednesday, November 25, 2009 10:34 PM
Subject: RV10-List: Section 31 - Upper Fwd fuse
I'm completing 31-2 step #2 and there is a missing measurement on their
fabrication drawing.
If you look at the drawing, they give you the overall length of the F-1044B
angle and they give you all kinds of detail about the right side.
However, on the left side they don't give you any information regarding the
amount of material that needs to be removed from the angle aluminum.
How much material needs to be removed so we get the appropriate length on
the tab?
Thanks,
Phil
Message 28
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| Subject: | Section 31 - Upper Fwd fuse |
Yeah, that's kinda what I'm thinking too. Just a little bit at a time
and small adjustments until you get there.
The real frustrating part is that these steps were obviously completed
at the QB factory, but they never finished the job by riveting the parts
into the fuselage. I guess they tossed them overboard somewhere in the
Pacific ocean.
So now I'm trying to bend angles and fabricate parts to match their
pre-existing holes.
I'll get started on it tomorrow when I'm not quite so frustrated. J
Phil
From: Bob Leffler [mailto:rv@thelefflers.com]
Sent: Wednesday, November 25, 2009 10:06 PM
Subject: RE: RV10-List: Section 31 - Upper Fwd fuse
The primary reason for removing material is to facilitate the bend. I
just removed a little more than the width of the F-1001B Upper Angle.
Welcome to the fuselage plans. You have to read between the lines quite
a bit more than in the previous plans.
bob
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Perry, Phil
Sent: Wednesday, November 25, 2009 10:34 PM
Subject: RV10-List: Section 31 - Upper Fwd fuse
I'm completing 31-2 step #2 and there is a missing measurement on their
fabrication drawing.
If you look at the drawing, they give you the overall length of the
F-1044B angle and they give you all kinds of detail about the right
side.
However, on the left side they don't give you any information regarding
the amount of material that needs to be removed from the angle aluminum.
How much material needs to be removed so we get the appropriate length
on the tab?
Thanks,
Phil
www.aeroelectric.com
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