Today's Message Index:
----------------------
1. 12:48 AM - Re: RV-10 with James Aircraft Holy Cowl (Robin Marks)
2. 01:04 AM - RV-10 Jet? (Robin Marks)
3. 03:59 AM - FW: Any Australian RV-10's out there? (Gordon Anderson)
4. 04:58 AM - Re: Re: AMSAFE inflatable belts (DLM)
5. 05:50 AM - Wing Kit (Rick Lark)
6. 06:50 AM - Re: Wing Kit (ricksked@cox.net)
7. 08:54 AM - Re: RV-10 Jet? (Perry, Phil)
8. 09:08 AM - Ammeter shunt physical location (Rob Kochman)
9. 10:49 AM - Re: Can I use this? (John Cox)
10. 10:49 AM - engine break in period (cjay)
11. 11:07 AM - Re: engine break in period (Deems Davis)
12. 11:16 AM - Re: Ammeter shunt physical location (Nick Leonard)
13. 11:48 AM - Wiring Trutrak Auto Trim and TCW Safety Trim together (Bill Mauledriver Watson)
14. 12:46 PM - Re: engine break in period (Luis Rodriguez)
15. 12:53 PM - Re: engine break in period (gary)
16. 12:59 PM - Re: engine break in period (Kelly McMullen)
17. 01:06 PM - Re: engine break in period (Pascal)
18. 02:04 PM - Re: engine break in period (DLM)
19. 02:16 PM - Re: engine break in period (cjay)
20. 02:40 PM - Re: Wing Kit (Tom Koelzer)
21. 02:45 PM - Re: Re: engine break in period (Luis Rodriguez)
22. 03:54 PM - Re: engine break in period (Linn Walters)
23. 03:54 PM - Re: Re: Ammeter shunt physical location (Linn Walters)
24. 05:13 PM - Re: Wiring Trutrak Auto Trim and TCW Safety Trim together (Bob Turner)
25. 06:05 PM - Re: Wing Kit (Rick Lark)
26. 06:41 PM - Re: Wiring Trutrak Auto Trim and TCW Safety Trim together (g.combs)
27. 06:42 PM - Re: Re: engine break in period (ricksked@cox.net)
28. 06:46 PM - Loehle Wonderfil and Poly Fiber Smooth and Prime, No Bonding. (John Gonzalez)
29. 07:36 PM - Re: Wing Kit (Tom Koelzer)
30. 07:43 PM - Re: Re: engine break in period (Pascal)
31. 09:01 PM - door handle & mechanism (Roxanne and Mike Lefever)
32. 09:37 PM - Re: door handle & mechanism (Jeff Carpenter)
33. 09:55 PM - Re: door handle & mechanism (rvdave)
34. 09:58 PM - Re: door handle & mechanism (Don McDonald)
35. 10:04 PM - Re: door handle & mechanism (Roxanne and Mike Lefever)
Message 1
| INDEX | Back to Main INDEX |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | RV-10 with James Aircraft Holy Cowl |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=
Message 2
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
How about two of these on an RV-10J ? Ok start with an RV-8J. Van?
http://www.eaa.org/news/2009/2009-12-23_sonex.asp
http://www.youtube.com/watch?v=DGlduG2zl5Q
http://www.youtube.com/watch?v=-X8E3XTHqfA
Message 3
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | FW: Any Australian RV-10's out there? |
Hi all,
I'm new to the forum and am about to start the empennage. Still
experimenting on the training project, and hoping the aircraft is going to
look a lot better J
I'm planning a trip out to Australia next week and wondering if there are
any flying RV-10's in Perth or Melbourne I could take a look at, in search
of inspiration and guidance?
Best wishes to all for the new year.
Gordon Anderson
RV-10 #41015
Message 4
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: AMSAFE inflatable belts |
The AMSAFE belts for the 10 were first considered by myself when I
discovered an AMSAFE reel belt in a Super Cub; I found the right contact at
AMSAFE and they told me that the Super Cub belt would not work ; so began
the process to design a new setup. If you have looked at the setup on
www.inertialbelts.com you see a friend creating the additional hard points
on the inside of the lid. These can be created , perhaps more easily from
the outside; its the same process of marking the holes and drilling with a
hole saw though the external layers but not the interior layers, removing
the foam and creating the hard point. Reinforcing cloth/tape is then applied
across the hard points. then the procedure from the website for the
aluminum blocks applies. AMSAFE wanted the additional hard points and the
structural strength increase. I had some neighbors (consulting engineers)
evaluate the the hardpoints differences and found that the anchor was 5-8
times stronger than the plans approach. Also a consideration is that the
single countersunk screw that the plans callout has no countersunk washer to
spread the load and the single screw with fixed belts "works" the screw in
the fiberglass each time the shoulder strap is loaded. I am unfamiliar with
the bracket that you describe on the Super Cub belt. If you want to discuss,
my phone is 480-626-4048.
-----Original Message-----
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Ron B.
Sent: Friday, January 08, 2010 5:31 PM
Subject: RV10-List: Re: AMSAFE inflatable belts
Hello Mr. Marshall
Sorry to sort of hijacking this thread, but it is still an Amsafe inertial
seat belt inquiry.
Today we removed one of our Amsafe inertial reels from my Supercub. It is
part # 4022-1-061, it's about four years old. We installed it (temporary) in
our RV-10 that is under construction. The fuselage has been painted inside
and out at this time. Reading other post on the RV forums I've read that to
install an Amsafe inertial real that the 3/8" hole is not used and four # 10
bolts along with new hard points. The reel that I have mentioned above only
has two 1/4" holes along with the 3/8" hole ( the 3/8" hole is what secures
the reel in my Supercub) . This leads me to believe this reel is not the
reel most are using in their RV-10's. First question is , could this type of
reel be used in the RV-10 ( we are only interested in the front seat
positions)? We are not engineers but if the structure of this reel is
adequate and Van's hard point along with the 5/16" supplied will hold a non
inertial reel belt, I do not see why it will not hold the above reel. The
belt comes out of t!
he reel almost in the same position it would on a straight belt (non reel)
system, ie. in line. With a standard belt it would not be as tight other
than when a pilot nows he is about to have a bad landing so the fetch up
would be quite sever there.
We are too far along to modify our canopy and if we don't find an
alternative we will have to go with the standard belts.
My last question (for now at least) is if the above could work, this part #
belt would have to have the two "V" web lengthened about a foot to clear the
headrest( one web on each side) . Is this something that could be done?
Hopefully I'm making myself understood.
Thanks Ron
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=280753#280753
Message 5
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
Hi guys
I'm starting to think about ordering the wing kit and would like to
peruse the contents or list of parts as shipped by Vans. Where can I
find what is actually included in this kit??
I've looked through the Van's web site but must be missing it. Thx
Rick
#40956
Southampton, Ont
Message 6
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
Rick
I believe Tim has the inventory sheets on his web site
Rick Sked
N246RS
Sent via BlackBerry by AT&T
-----Original Message-----
From: "Rick Lark" <jrlark@bmts.com>
Subject: RV10-List: Wing Kit
This is a multi-part message in MIME format.
Message 7
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
I saw that at OSH last year and thought it was the coolest thing I saw
at the show. I'm hoping they have it flying my OSH this year and maybe
they can do a demo for the crowd.
I usually find Sonex planes as sexy as women from........ Well never
mind. I might offend some countries.
I just hope they build a 2-place & 4 place with 2 engines and 4 hours of
fuel.
From: Robin Marks [mailto:robin1@mrmoisture.com]
Sent: Saturday, January 09, 2010 3:04 AM
Subject: RV10-List: RV-10 Jet?
How about two of these on an RV-10J ? Ok start with an RV-8J. Van?
http://www.eaa.org/news/2009/2009-12-23_sonex.asp
http://www.youtube.com/watch?v=DGlduG2zl5Q
http://www.youtube.com/watch?v=-X8E3XTHqfA
Message 8
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Ammeter shunt physical location |
All, architecturally, I'm putting my ammeter shunt between the battery and
everything else. Physically, I'm not so sure. I'm considering putting it
near the starter solenoid, as shown in the attached picture, or above that
on the "tilted" part of the firewall.
Anyone have any suggestions or pictures of what you've done? I'm also going
to use an ANL limiter next to the shunt, so it makes sense to me to put
these both on the engine side of the firewall.
Thanks...
-Rob
--
Rob Kochman
RV-10 "Finishing" Kit
Woodinville, WA (near Seattle)
http://kochman.net/N819K
Message 9
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
Having served in Antarctica, I can say you are comparing Apples and
Oranges. Houston is in the middle of their Winter and Orcadas is in the
middle of a Summer Heat wave. Just wait a month and watch the change.
John Cox
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of John Gonzalez
Sent: Friday, January 08, 2010 12:24 PM
Subject: RE: RV10-List: Can I use this?
Flip your shop upside down and put it on the other side of the world
where it is now summer. You wouldn't be able to even go outside for more
than a few minutes in their winter.
If you work faster you will generate friction with the air around you,
generating heat and you will also finish your project faster than the
rest of us.
________________________________
Subject: RE: RV10-List: Can I use this?
From: Phil.Perry@netapp.com
Cold in Maine??
Check out tomorrow's Houston forecast compared to Base Orcadas,
Antarctica. J
=======================
I don't yet have heat in my shop, but I'm almost finished with
installing a propane heating system. It is mounted, vented, and wired,
and now I just need to get the propane company out to install the
propane lines and tank, and then check everything. Hopefully soon! It
gets slightly chilly here in Maine this time of year... ;-)
-Dj
Message 10
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | engine break in period |
Thinking about my first flight (hopefully not in the too distant future) I came
across an old reprint from an AOPA magazine about steps for the engine break
in period (for any new, rebuilt, or overhauled engine).
A couple of the highlights:
1. non-compounded oils should be used during the break-in period. Stay with it
for the first 50 hours.
2. Use full rated power and RPM as much as possible and avoid ground running time
to a minimum.
It goes into a description of the importance of high mean effective pressure (BMEP)
and both steps above helps to properly seat the cylinder wall and piston
rings.
I guess my question is how can you achieve (2) when you are just starting out
and have to do quite a bit of ground runs and slow flights around the pattern?
cjay
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=280820#280820
Message 11
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: engine break in period |
Good to see you back CJ!
A. minimize the ground run time. Prior to 1st flight. 1st engine start
5-10 minutes, Brake/Taxi check 5-10 minutes. Keep other engine running
to minimum. You can't eliminate it, just don't over do it with a lot of
preflight engine runs at low MP settings.
B. Notify tower (if applicable) of 1st flight and ask for orbits above
the airfield and above pattern alt. If airport is controlled most
controllers will accommodate. I operate out one of the busiest GA
airports in the US , and this was not problem. you can do this at full
power and high RPM (2500). The key is to keep the MP pressure up.
Deems Davis
N519PJ
www.deemsrv10.com
cjay wrote:
>
> Thinking about my first flight (hopefully not in the too distant future) I came
across an old reprint from an AOPA magazine about steps for the engine break
in period (for any new, rebuilt, or overhauled engine).
>
> A couple of the highlights:
>
> 1. non-compounded oils should be used during the break-in period. Stay with
it for the first 50 hours.
>
> 2. Use full rated power and RPM as much as possible and avoid ground running
time to a minimum.
>
> It goes into a description of the importance of high mean effective pressure
(BMEP) and both steps above helps to properly seat the cylinder wall and piston
rings.
>
> I guess my question is how can you achieve (2) when you are just starting out
and have to do quite a bit of ground runs and slow flights around the pattern?
>
> cjay
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=280820#280820
>
>
>
Message 12
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Ammeter shunt physical location |
Rob,
I was just working on the connections to the shunt myself. Mine is located on
the cabin side of the firewall for a couple of reasons but primarily because it
required fewer penetrations of the firewall for the way I wanted to use the
shunt. Also, it is a more protected location.
It has always surprised/annoyed me that these shunts don't come with some sort
of cover. Does anyone have a suggestion for how to cover the shunt?
The question that you might first want to ask yourself is what do you want the
shunt to indicate? The AFS wiring diagram shows it in-line with the alternator
output which will indicate the total output of the alternator but nothing else
(it will never show a negative indication). The Dynon diagrams gives three
options of where it could be placed in the wiring diagram. The location depends
on whether you want to see the load on the bus. It shows as negative amps when
the alternator is not on-line (battery supplying all power, such as prior
to engine start) and as positive amps of the amount of current the alternator
is providing to charge the battery.
If you haven't already, you may want to give consideration to the connections from
the battery to the bus with the placement of the shunt.
Again, if anyone has a good way to cover the shunt (pictures), it would be greatly
appreciated and no doubt helpful to many.
Good luck,
Nick
--------
Nick Leonard
RV-10 (40015) Finish
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=280825#280825
Message 13
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Wiring Trutrak Auto Trim and TCW Safety Trim together |
I am trying to figure out if Auto Trim works with Safety Trim (I assume
so).
If so, how is the trim switch and trim motor wired in? That is, is the
Auto Trim module connected on the switch side or the motor side of the
Safety Trim module.
This is clearly a question for the 2 vendors but it's the weekend and
was hoping someone may know the answers.
Bill "staring at too many schematics for too long" Watson
Message 14
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: engine break in period |
Full power? What speed would that give you? 170 in circles. Must
feel like a NASCAR track constanly banking. I'd rather do circles
above the airport then looking for a place to land off airport. How
long is the break in period?
Sent from my iPod
On Jan 9, 2010, at 2:04 PM, Deems Davis <deemsdavis@cox.net> wrote:
>
> Good to see you back CJ!
>
> A. minimize the ground run time. Prior to 1st flight. 1st engine
> start 5-10 minutes, Brake/Taxi check 5-10 minutes. Keep other engine
> running to minimum. You can't eliminate it, just don't over do it
> with a lot of preflight engine runs at low MP settings.
> B. Notify tower (if applicable) of 1st flight and ask for orbits
> above the airfield and above pattern alt. If airport is controlled
> most controllers will accommodate. I operate out one of the busiest
> GA airports in the US , and this was not problem. you can do this at
> full power and high RPM (2500). The key is to keep the MP pressure up.
>
> Deems Davis
> N519PJ
> www.deemsrv10.com
>
> cjay wrote:
>>
>> Thinking about my first flight (hopefully not in the too distant
>> future) I came across an old reprint from an AOPA magazine about
>> steps for the engine break in period (for any new, rebuilt, or
>> overhauled engine).
>>
>> A couple of the highlights:
>>
>> 1. non-compounded oils should be used during the break-in period.
>> Stay with it for the first 50 hours.
>>
>> 2. Use full rated power and RPM as much as possible and avoid
>> ground running time to a minimum.
>> It goes into a description of the importance of high mean effective
>> pressure (BMEP) and both steps above helps to properly seat the
>> cylinder wall and piston rings.
>>
>> I guess my question is how can you achieve (2) when you are just
>> starting out and have to do quite a bit of ground runs and slow
>> flights around the pattern?
>>
>> cjay
>>
>>
>>
>>
>> Read this topic online here:
>>
>> http://forums.matronics.com/viewtopic.php?p=280820#280820
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>
>
Message 15
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | engine break in period |
Another option is to put a hood on your engine like the engine overhaul
places do. I barrowed one from my local engine builder. Then I did a full
power ground run with the plane tied to a tree/truck/heavy object for 3 or
more hours until the CHT's start to drop. This greatly enhances the break
in.
Gary Specketer
-----Original Message-----
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Deems Davis
Sent: Saturday, January 09, 2010 2:04 PM
Subject: Re: RV10-List: engine break in period
Good to see you back CJ!
A. minimize the ground run time. Prior to 1st flight. 1st engine start
5-10 minutes, Brake/Taxi check 5-10 minutes. Keep other engine running
to minimum. You can't eliminate it, just don't over do it with a lot of
preflight engine runs at low MP settings.
B. Notify tower (if applicable) of 1st flight and ask for orbits above
the airfield and above pattern alt. If airport is controlled most
controllers will accommodate. I operate out one of the busiest GA
airports in the US , and this was not problem. you can do this at full
power and high RPM (2500). The key is to keep the MP pressure up.
Deems Davis
N519PJ
www.deemsrv10.com
cjay wrote:
>
> Thinking about my first flight (hopefully not in the too distant future) I
came across an old reprint from an AOPA magazine about steps for the engine
break in period (for any new, rebuilt, or overhauled engine).
>
> A couple of the highlights:
>
> 1. non-compounded oils should be used during the break-in period. Stay
with it for the first 50 hours.
>
> 2. Use full rated power and RPM as much as possible and avoid ground
running time to a minimum.
>
> It goes into a description of the importance of high mean effective
pressure (BMEP) and both steps above helps to properly seat the cylinder
wall and piston rings.
>
> I guess my question is how can you achieve (2) when you are just starting
out and have to do quite a bit of ground runs and slow flights around the
pattern?
>
> cjay
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=280820#280820
>
>
>
Message 16
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: engine break in period |
The ideal would be to start out with a high time IO-540 to do all of
your phase one work. Then after the first 6-12 months of flying, pull
the engine and overhaul/exchange for a fresh engine.
If your engine hasn't been broken in, ideally you don't do taxi tests,
just one ground run of a minute or two to check for leaks. Or you pay
your engine builder to run the engine 4-5 hours on their test stand to
break it in. If you do taxi tests and such with a fresh/new engine you
risk glazing the cylinder walls making break-in difficult to
impossible. You make get lucky and break in okay inspite of your
ground runs. Key part is don't let cylinders get very hot, and allow
full cool down before any subsequent run.
On Sat, Jan 9, 2010 at 11:46 AM, cjay <cgfinney@yahoo.com> wrote:
>
> Thinking about my first flight (hopefully not in the too distant future) I came
across an old reprint from an AOPA magazine about steps for the engine break
in period (for any new, rebuilt, or overhauled engine).
>
> A couple of the highlights:
>
> 1. non-compounded oils should be used during the break-in period. Stay with
it for the first 50 hours.
>
> 2. Use full rated power and RPM as much as possible and avoid ground running
time to a minimum.
= --> http://forums.matronics.com
>
>
Message 17
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: engine break in period |
Here's what Lycoming recommends
http://www.lycoming.textron.com/support/publications/service-instructions/pdfs/SI1427B.pdf
I just grabbed this off the net but I know Eci has breakin procedures as
well.
Pascal
--------------------------------------------------
From: "cjay" <cgfinney@yahoo.com>
Sent: Saturday, January 09, 2010 10:46 AM
Subject: RV10-List: engine break in period
>
> Thinking about my first flight (hopefully not in the too distant future) I
> came across an old reprint from an AOPA magazine about steps for the
> engine break in period (for any new, rebuilt, or overhauled engine).
>
> A couple of the highlights:
>
> 1. non-compounded oils should be used during the break-in period. Stay
> with it for the first 50 hours.
>
> 2. Use full rated power and RPM as much as possible and avoid ground
> running time to a minimum.
>
> It goes into a description of the importance of high mean effective
> pressure (BMEP) and both steps above helps to properly seat the cylinder
> wall and piston rings.
>
> I guess my question is how can you achieve (2) when you are just starting
> out and have to do quite a bit of ground runs and slow flights around the
> pattern?
>
> cjay
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=280820#280820
>
>
>
Message 18
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | engine break in period |
For breakin I did 1.3 hours over the airport at about 24/2400; the best I
could do without running into the Class B and stay near the airport for an
immediate landing. I was operating at 3500 MSL above a TPA of 2500 MSL and
below a class B 4000 MSL. Most of the remainder of the test time was cross
country at 23/2250 at about 12 GPH. CHTs initially were 360-430F and
gradually reduced to about 360F where they went just below 360F or the top
of he green for my definition. I spent about 20+ hours doing points A B C A
with a refuel at C. The current oil consumption on the new certified
Lycoming from Vans is 1 quart every 10 -15 hours. I use a combination of
Phillips XC 20-50 and 25-65.
-----Original Message-----
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Luis Rodriguez
Sent: Saturday, January 09, 2010 1:35 PM
Subject: Re: RV10-List: engine break in period
Full power? What speed would that give you? 170 in circles. Must feel
like a NASCAR track constanly banking. I'd rather do circles above the
airport then looking for a place to land off airport. How long is the break
in period?
Sent from my iPod
On Jan 9, 2010, at 2:04 PM, Deems Davis <deemsdavis@cox.net> wrote:
>
> Good to see you back CJ!
>
> A. minimize the ground run time. Prior to 1st flight. 1st engine start
> 5-10 minutes, Brake/Taxi check 5-10 minutes. Keep other engine running
> to minimum. You can't eliminate it, just don't over do it with a lot
> of preflight engine runs at low MP settings.
> B. Notify tower (if applicable) of 1st flight and ask for orbits above
> the airfield and above pattern alt. If airport is controlled most
> controllers will accommodate. I operate out one of the busiest GA
> airports in the US , and this was not problem. you can do this at full
> power and high RPM (2500). The key is to keep the MP pressure up.
>
> Deems Davis
> N519PJ
> www.deemsrv10.com
>
> cjay wrote:
>>
>> Thinking about my first flight (hopefully not in the too distant
>> future) I came across an old reprint from an AOPA magazine about
>> steps for the engine break in period (for any new, rebuilt, or
>> overhauled engine).
>>
>> A couple of the highlights:
>>
>> 1. non-compounded oils should be used during the break-in period.
>> Stay with it for the first 50 hours.
>>
>> 2. Use full rated power and RPM as much as possible and avoid ground
>> running time to a minimum.
>> It goes into a description of the importance of high mean effective
>> pressure (BMEP) and both steps above helps to properly seat the
>> cylinder wall and piston rings.
>>
>> I guess my question is how can you achieve (2) when you are just
>> starting out and have to do quite a bit of ground runs and slow
>> flights around the pattern?
>>
>> cjay
>>
>>
>>
>>
>> Read this topic online here:
>>
>> http://forums.matronics.com/viewtopic.php?p=280820#280820
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>
>
Message 19
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: engine break in period |
speckter(at)comcast.net wrote:
> Another option is to put a hood on your engine like the engine overhaul
> places do. I barrowed one from my local engine builder. Then I did a full
> power ground run with the plane tied to a tree/truck/heavy object for 3 or
> more hours until the CHT's start to drop. This greatly enhances the break
> in.
>
> Gary Specketer
>
> --
I'm not sure what an engine hood is, but I was thinking about constructing a simple
sheet metal scoop (to simulate the upper cowl) held in place with bungee
cords so I don't have to hassle with taking the cowling on and off. But I think
this will only be good for the ground run up suggested in the lycoming service
letter that Pascal sent.
For the flight test I'll have to follow Deems recommendation but I'm doubtful the
tower will give the flexibility since I'm in the Washington ADIZ.
cjay
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=280845#280845
Message 20
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
BTW, just ordered wing kit - Vans said 12 weeks delivery.
Tom
#40950 Tail Cone - priming
Crestview, FL
do not archive
On Jan 9, 2010, at 7:45 AM, Rick Lark wrote:
> Hi guys
>
> I'm starting to think about ordering the wing kit and would like to peruse the
contents or list of parts as shipped by Vans. Where can I find what is actually
included in this kit??
>
> I've looked through the Van's web site but must be missing it. Thx
>
> Rick
> #40956
> Southampton, Ont
>
>
> http://www.matronics.com/Navigator?RV10-List
>
> http://forums.matronics.com
>
> http://www.matronics.com/contribution
>
>
>
>
Message 21
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: engine break in period |
Try calling the tower ahead of time. You know, like a week or so or
today. Give them a heads up and ask for a recomendation if they can't
acomodate yours.
Sent from my iPod
On Jan 9, 2010, at 5:14 PM, "cjay" <cgfinney@yahoo.com> wrote:
>
>
> speckter(at)comcast.net wrote:
>> Another option is to put a hood on your engine like the engine
>> overhaul
>> places do. I barrowed one from my local engine builder. Then I
>> did a full
>> power ground run with the plane tied to a tree/truck/heavy object
>> for 3 or
>> more hours until the CHT's start to drop. This greatly enhances
>> the break
>> in.
>>
>> Gary Specketer
>>
>> --
>
>
> I'm not sure what an engine hood is, but I was thinking about
> constructing a simple sheet metal scoop (to simulate the upper cowl)
> held in place with bungee cords so I don't have to hassle with
> taking the cowling on and off. But I think this will only be good
> for the ground run up suggested in the lycoming service letter that
> Pascal sent.
>
> For the flight test I'll have to follow Deems recommendation but I'm
> doubtful the tower will give the flexibility since I'm in the
> Washington ADIZ.
>
> cjay
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=280845#280845
>
>
Message 22
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: engine break in period |
I've missed the step where you do a lot of ground runs and
slow flight in the pattern!
My recommendation is to do one high speed run down the
runway, testing control effectiveness, taxi back, put the
pedal to the metal and go. If you really need to go slow
and taxi a lot .... just minimize it. It'll only take a
little longer to really break in.
If you had an original design that's never flown before,
then testing ground handling is critical and you want to do
that, but the -10 seems to be pretty straight forward
without surprises.
If you're a low time pilot, find an experienced one for the
first flight. Why take a chance on hurting your new baby???
If you want to stay close to the airport (good thing for the
first hour), go high overhead and make big circles,
recording whatever is on your test card. You do have a test
card, don't you???
Linn
Oh yeah .... if you get airborne on the high speed run ....
easy to do .... then just go. I'm not a fan of trying to
get the airplane back on the ground until y9our airspeed and
attitude are under control. MHO, YMMV.
cjay wrote:
>
> Thinking about my first flight (hopefully not in the too distant future) I came
across an old reprint from an AOPA magazine about steps for the engine break
in period (for any new, rebuilt, or overhauled engine).
>
> A couple of the highlights:
>
> 1. non-compounded oils should be used during the break-in period. Stay with
it for the first 50 hours.
>
> 2. Use full rated power and RPM as much as possible and avoid ground running
time to a minimum.
>
> It goes into a description of the importance of high mean effective pressure
(BMEP) and both steps above helps to properly seat the cylinder wall and piston
rings.
>
> I guess my question is how can you achieve (2) when you are just starting out
and have to do quite a bit of ground runs and slow flights around the pattern?
>
> cjay
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=280820#280820
>
>
>
>
>
>
>
>
>
>
>
Message 23
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Ammeter shunt physical location |
Nick Leonard wrote:
> <nick@nleonard.com>
>
> Rob,
>
> I was just working on the connections to the shunt
> myself. Mine is located on the cabin side of the
> firewall for a couple of reasons but primarily because it
> required fewer penetrations of the firewall for the way I
> wanted to use the shunt. Also, it is a more protected
> location.
>
> It has always surprised/annoyed me that these shunts
> don't come with some sort of cover. Does anyone have a
> suggestion for how to cover the shunt?
Get a can of plasti-dip in your favorite color and brush on
a few coats. It also comes in a spray can, but the coating
will be paint-thick.
>
> The question that you might first want to ask yourself is
> what do you want the shunt to indicate? The AFS wiring
> diagram shows it in-line with the alternator output which
> will indicate the total output of the alternator but
> nothing else (it will never show a negative indication).
> The Dynon diagrams gives three options of where it could
> be placed in the wiring diagram. The location depends on
> whether you want to see the load on the bus. It shows as
> negative amps when the alternator is not on-line (battery
> supplying all power, such as prior to engine start) and
> as positive amps of the amount of current the alternator
> is providing to charge the battery.
As you say, with engine monitors that have alarms, it's good
to have both charge and load current (without the
alternator) available. This places the shunt between the
buss and the battery. I plan on placing mine on the sub-panel.
Linn
>
> If you haven't already, you may want to give
> consideration to the connections from the battery to the
> bus with the placement of the shunt.
>
> Again, if anyone has a good way to cover the shunt
> (pictures), it would be greatly appreciated and no doubt
> helpful to many.
>
> Good luck, Nick
>
> -------- Nick Leonard RV-10 (40015) Finish
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=280825#280825
>
>
>
>
>
>
>
>
> http://www.matronics.com/contribution
>
>
>
>
>
Message 24
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Wiring Trutrak Auto Trim and TCW Safety Trim together |
May not help, but if you go to the Trio web site you can find (I think it's in
the Pro Pilot manual) how they recommend hooking up auto trim.
Something to keep in mind: should you have a trim runaway you'll need to pull both
the trim and autopilot power, then sort out which one is the problem. For
this reason, I've placed pullable breakers for them side by side, right in front
of the pilot.
But a plus, if the trim switch sticks on, you can pull the trim power, and still
have trim via the autopilot.
--------
Bob Turner
RV-10 QB
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=280861#280861
Message 25
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
Tom, are you going slow build or quick build??
Rick
----- Original Message -----
From: "Tom Koelzer" <40950@rv10.net>
Sent: Saturday, January 09, 2010 5:09 PM
Subject: Re: RV10-List: Wing Kit
>
> BTW, just ordered wing kit - Vans said 12 weeks delivery.
>
> Tom
> #40950 Tail Cone - priming
> Crestview, FL
>
> do not archive
>
> On Jan 9, 2010, at 7:45 AM, Rick Lark wrote:
>
>> Hi guys
>>
>> I'm starting to think about ordering the wing kit and would like to
>> peruse the contents or list of parts as shipped by Vans. Where can I
>> find what is actually included in this kit??
>>
>> I've looked through the Van's web site but must be missing it. Thx
>>
>> Rick
>> #40956
>> Southampton, Ont
>>
>>
>> http://www.matronics.com/Navigator?RV10-List
>>
>> http://forums.matronics.com
>>
>> http://www.matronics.com/contribution
>>
>>
>>
>>
>
>
>
Message 26
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Wiring Trutrak Auto Trim and TCW Safety Trim together |
The trutrak auto trim should work fine with the TCW Saftey trim. The
auto trim is wired in right at the pitch servo.
Geoff
Sent from my iPhone Geoff
On Jan 9, 2010, at 2:24 PM, Bill Mauledriver Watson <MauleDriver@nc.rr.com
> wrote:
> >
>
> I am trying to figure out if Auto Trim works with Safety Trim (I
> assume so).
> If so, how is the trim switch and trim motor wired in? That is, is
> the Auto Trim module connected on the switch side or the motor side
> of the Safety Trim module.
>
> This is clearly a question for the 2 vendors but it's the weekend
> and was hoping someone may know the answers.
>
> Bill "staring at too many schematics for too long" Watson
>
>
Message 27
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: engine break in period |
DJ .....did you move to the east coast??? Darn I would have tried to miss the
ADIZ......you can't even "fall" through that can ya?? How's the 8 doin? No ground
loops happening anymore I hope.
Rick
------Original Message------
From: cjay
Sender: owner-rv10-list-server@matronics.com
ReplyTo: rv10-list@matronics.com
Sent: Jan 9, 2010 2:14 PM
Subject: RV10-List: Re: engine break in period
speckter(at)comcast.net wrote:
> Another option is to put a hood on your engine like the engine overhaul
> places do. I barrowed one from my local engine builder. Then I did a full
> power ground run with the plane tied to a tree/truck/heavy object for 3 or
> more hours until the CHT's start to drop. This greatly enhances the break
> in.
>
> Gary Specketer
>
> --
I'm not sure what an engine hood is, but I was thinking about constructing a simple
sheet metal scoop (to simulate the upper cowl) held in place with bungee
cords so I don't have to hassle with taking the cowling on and off. But I think
this will only be good for the ground run up suggested in the lycoming service
letter that Pascal sent.
For the flight test I'll have to follow Deems recommendation but I'm doubtful the
tower will give the flexibility since I'm in the Washington ADIZ.
cjay
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=280845#280845
Sent via BlackBerry by AT&T
Message 28
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Loehle Wonderfil and Poly Fiber Smooth and Prime, No Bonding. |
I had built up my cowl the old fashioned way with epoxy and microballoons a
nd sanded it level with a profiling bar. This took a lot of work as there a
re not pinholes in the cowl there are meteor impacks and craters in the cen
ter of each Nomex honey comb cell. In the areas where there is no sandwitch
core material on the cowl=2C I filled the pinholes with Loehle Wonderfil.
I also opted to do a one over the entire surface with the wonderfil the mic
ro.
I asked the nice lady=2C Sandy=2C at Loehle whether my remaining half gallo
n of UV Smooth and Prime would conflict with Wonderfil=2C because I had a h
alf gallon left over from the cabin top and the windshield fairing(Which it
worked wonderfully and bonds like gainbusters). I never used the Wonderfil
in the cabin top or windshield faring. Sandy said that is what many guys d
o. The answer was no known conflict.
The Loehle manual says that no sanding is needed post Wonderfil whipe off.
I srayed my UV smooth and Prime today=2C two light coats. When I started sa
nding it was obvious the two material did not bond. Pieces of UV S&P flaked
off. I guess I am the lucky one who found it...difficult to believe I am s
o fortunate.
Just to confirm=2C I scratched the Smooth and Prime so the underlying struc
ture was visible and then applied a strong stream of air from the compresso
r and watched the Smooth and Prime flake off the Cowl.
I think my arms are going to fall off tomorrow. The joy is in the journey!
Hummm?
John Gonzalez
Message 29
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
Slow build. I was sort of shocked it would be that long. I got the impression everyone
wants wings at the same time.
Tom
#40950 Tail Cone
do not archive
On Jan 9, 2010, at 8:00 PM, Rick Lark wrote:
>
> Tom, are you going slow build or quick build??
>
> Rick
Message 30
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: engine break in period |
since I'm in the Washington ADIZ.
Ouch! Hard to believe they will let you do the Phase 1 in that airspace. The
requirement as I know it is that it needs to be over a none congested (on
the ground) area. I need to drive near 1 hour to go to the airport that
qualifies as I am in the Los Angeles area and it sure is congested around
here.
On a separate note- but the same topic my engine builder ran the engine for
1.7 hours- it sure isn't a breakin but I will try to do my flight early
(colder) and do the minimal necessary (read to assure I feel confortable)
with the taxi test etc.. I know Deems had issue in Arizona with an extended
wait in heat to get going and that resulted in issues for him, so I'm am
taking a lesson from Deems and will try to avoid warmer weather as much as
possible, which at the pace I'm going at we might get past the global
warming and enter the ice age again so it wont be an issue anyway.
Pascal
--------------------------------------------------
From: "cjay" <cgfinney@yahoo.com>
Sent: Saturday, January 09, 2010 2:14 PM
Subject: RV10-List: Re: engine break in period
>
>
> speckter(at)comcast.net wrote:
>> Another option is to put a hood on your engine like the engine overhaul
>> places do. I barrowed one from my local engine builder. Then I did a
>> full
>> power ground run with the plane tied to a tree/truck/heavy object for 3
>> or
>> more hours until the CHT's start to drop. This greatly enhances the
>> break
>> in.
>>
>> Gary Specketer
>>
>> --
>
>
> I'm not sure what an engine hood is, but I was thinking about constructing
> a simple sheet metal scoop (to simulate the upper cowl) held in place with
> bungee cords so I don't have to hassle with taking the cowling on and off.
> But I think this will only be good for the ground run up suggested in the
> lycoming service letter that Pascal sent.
>
> For the flight test I'll have to follow Deems recommendation but I'm
> doubtful the tower will give the flexibility since I'm in the Washington
> ADIZ.
>
> cjay
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=280845#280845
>
>
>
Message 31
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | door handle & mechanism |
I can't be the first to declare the Van's door handle and mechanism a tota
l RPITA.......although not an engineer..........even I could design a mouse
trap better than this. After sanding the powder coat off of the shaft hand
le=2C the spring is still too small to move on the shaft and make the mecha
nism work. I thought bringing in my Saturday night consulting engineer Jac
k (Daniels) would help but we finally gave up tonight. Maybe a bigger hamm
er tomorrow will bring success.
Message 32
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: door handle & mechanism |
Try filing out the area in the shaft that the pin travels up and down
in... that's where mine bound up.
Jeff Carpenter
40304
On Jan 9, 2010, at 8:57 PM, Roxanne and Mike Lefever wrote:
> I can't be the first to declare the Van's door handle and mechanism
> a total RPITA.......although not an engineer..........even I could
> design a mousetrap better than this. After sanding the powder coat
> off of the shaft handle, the spring is still too small to move on
> the shaft and make the mechanism work. I thought bringing in my
> Saturday night consulting engineer Jack (Daniels) would help but we
> finally gave up tonight. Maybe a bigger hammer tomorrow will bring
> success.
>
>
Message 33
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: door handle & mechanism |
I thought maybe they gave me the wrong sized spring but I was able to unwind(?)
the spring a little to fit the shaft and now works fine.
--------
Dave Ford
RV6 flying
RV10 building
Cadillac, MI
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=280881#280881
Message 34
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: door handle & mechanism |
Spring for the cnc machined handles.... they work perfectly, are a direct V
ans replacement, and they look WAY better.
Don McDonald
--- On Sat, 1/9/10, Roxanne and Mike Lefever <roxianmike@msn.com> wrote:
From: Roxanne and Mike Lefever <roxianmike@msn.com>
Subject: RV10-List: door handle & mechanism
-I can't be the first to declare the Van's door handle and mechanism a to
tal RPITA.......although not an engineer..........even I could design a mou
setrap better than this.- After sanding the powder coat off of the shaft
handle, the spring is still too small to move on the shaft and make the mec
hanism work.- I thought bringing in my Saturday night consulting engineer
-Jack (Daniels)-would help but we finally gave up tonight.- Maybe a b
igger hammer tomorrow will bring success.
=0A=0A=0A
Message 35
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | door handle & mechanism |
thanks
From: jeff@westcottpress.com
Subject: Re: RV10-List: door handle & mechanism
Try filing out the area in the shaft that the pin travels up and down in...
that's where mine bound up.
Jeff Carpenter
40304
On Jan 9=2C 2010=2C at 8:57 PM=2C Roxanne and Mike Lefever wrote:
I can't be the first to declare the Van's door handle and mechanism a tota
l RPITA.......although not an engineer..........even I could design a mouse
trap better than this. After sanding the powder coat off of the shaft hand
le=2C the spring is still too small to move on the shaft and make the mecha
nism work. I thought bringing in my Saturday night consulting engineer Jac
k (Daniels) would help but we finally gave up tonight. Maybe a bigger hamm
er tomorrow will bring success.
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/con
tribution
Other Matronics Email List Services
These Email List Services are sponsored solely by Matronics and through the generous Contributions of its members.
-- Please support this service by making your Contribution today! --
|