Today's Message Index:
----------------------
1. 05:21 AM - Re: Cowl Flaps (tsts4)
2. 05:49 AM - Re: Re: Cowl Flaps (Kelly McMullen)
3. 05:54 AM - Re: Cowl Flaps (gary)
4. 06:09 AM - Re: Re: Cowl Flaps (Don McDonald)
5. 06:11 AM - Re: Artic Air cooler (Deems Davis)
6. 06:24 AM - Re: Cowl Flaps (Deems Davis)
7. 06:45 AM - Re: Re: Cowl Flaps (Bob Leffler)
8. 07:08 AM - Re: Cowl Flaps (tsts4)
9. 08:43 AM - Re: Cowl Flaps (aerosport1)
10. 10:42 AM - anyone know what happened. (lbgjb10)
11. 11:40 AM - Re: anyone know what happened. ()
12. 11:51 AM - Re: anyone know what happened. ()
13. 12:07 PM - Re: anyone know what happened. (Danny Riggs)
14. 12:43 PM - Re: anyone know what happened. (Pascal)
15. 12:52 PM - Re: anyone know what happened. ()
16. 03:15 PM - FIBERGLASS CONTOUR FOAM (John Cumins)
17. 03:25 PM - Re: FIBERGLASS CONTOUR FOAM (Linn Walters)
18. 06:35 PM - Re: New taxi procedures at controlled airports (Bill Mauledriver Watson)
19. 07:29 PM - Re: Re: 2010 OSH RV-10 HQ Camping (Don McDonald)
Message 1
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Guys,
Could I get some more info on the butterfly valve setup? A part number and install
pics would be greatly appreciated. Also, does Lycoming dictate a minimum
operating oil temp? I'm trying to gage if this is a mod that would make sense
to install here in northern Virginia.
--------
Todd Stovall
728TT (reserved)
RV-10 Empacone, Wings
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=303088#303088
Message 2
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Generally accepted minimum oil temps.........160 to get moisture out of
oil, 180 better. 180-190 optimal cruise temp. Keep in mind that length
of flight, altitude, etc also play a role in eliminating moisture from
oil. If you fly often, moisture build up is less of a concern, if you
fly rarely, more of a concern. Nothing really hard and fast, more like
goals. Straight from Lycoming operator's manual:
On 6/30/2010 5:20 AM, tsts4 wrote:
> --> RV10-List message posted by: "tsts4"<tsts4@verizon.net>
>
> Guys,
> Could I get some more info on the butterfly valve setup? A part number and install
pics would be greatly appreciated. Also, does Lycoming dictate a minimum
operating oil temp? I'm trying to gage if this is a mod that would make sense
to install here in northern Virginia.
>
> --------
> Todd Stovall
> 728TT (reserved)
> RV-10 Empacone, Wings
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=303088#303088
>
>
>
Message 3
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I think that the bad combination of flowscan transducer in the tunnel and
the Garmin software cause the bouncing of the fuel flow. I have noticed
that it increases with altitude. I have been working with GAMI and they too
cannot figure out what is going on with my present set up giving such
variation.
Has anyone with Garmin 900x gotten thing working perfectly?
Gary Specketer
_____
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Robin Marks
Sent: Tuesday, June 29, 2010 7:46 PM
Subject: ~RE: RV10-List: Cowl Flaps
Interesting. It was mentioned to me more than a few times that the openings
on the James cowl are much larger than needed but when I look at the Cirrus
and Corvallis their inlet openings look larger than the James openings. The
downside to the Experimental world seems to be completely void of
aeronautical engineers.
Regarding LOP I have been flying LOP for ~30 hours now. I was hoping my last
restrictor change was to be my last but that change made the engine run
worse LOP. Unfortunately I cannot accurately balance my injectors because my
fuel flow bounces around too much to give accurate numbers. It bounces more
than the desired delta of first to last cylinder one looks for in a finely
tuned injector package. That being said in my prior setup I was able to fly
LOP at ~11.2-11.5 GPH at 155 TAS with lower cylinder temps as described.
Robin
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Deems Davis
Sent: Tuesday, June 29, 2010 4:35 PM
Subject: Re: RV10-List: Cowl Flaps
For all of the James cowl/plenum RV10 drivers. You will want to find Alan
Bickle @ OSH this year and talk and see what he's done re CHT and Oil Temps.
It was a lot of work, but I think he's nailed the solution. Not to keep
everyone in suspense, but his solution was bigger intake rings. If you
haven't painted you cowl, See Alan 1st!!!.
I just got back from a trip to Provo, Ut from PHX, and had Oil temps peak @
220 on climb (and that was a 120kt climb) and avg 205 on the way up. Cyl #2
& #6 CHT's peaked @ 415-420! 40 deg ROP got them down to under 400. OAT @
altitude 65-70 F.
BUT.........
25 degs LOP and CHT's dropped to 345-360 and OIL temps to 195. I'm really
happily surprised to see the cooling advantage that LOP brings
We had tail winds BOTH ways on our trip and still averaged 165kts GS @ 11.2
gph! I'm liking this LOP stuff!!!!
Deems
On 6/29/2010 9:46 AM, Robin Marks wrote:
<robin@painttheweb.com>
Sounds like the answer is no.
I don't see the need if you are going standard vans cowl, 260 Hp engine
etc... Maybe upgrade to the 2006 oil cooler and place the oil cooler
splitter in the "wedge"
Why complicate things that already work. Adding cowl flaps will definitely
complicate the lower cowl assembly.
Robin
Do Not Archive
-----Original Message-----
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Tom Koelzer
Sent: Monday, June 28, 2010 6:29 PM
Subject: RV10-List: Cowl Flaps
<40950@rv10.net>
Any one build cowl flaps for the rv-10?
?RV10-List">http://www.matronics.com/Navigator?RV10-List
- MATRONICS WEB FORUMS -
= t; http://www.matronics.com/contribution
=============
Message 4
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Todd, I made my own, but I'm pretty sure I've seen one offered for sale.-
I think it should almost be a requirement.- During the winter months alm
ost anywhere in this country, you'll have trouble getting the oil temp up w
here it should be.- I have also installed a seperator for the breather, a
nd I get quite a bit of water (condensation)-collected during the winter
months of flying.
Don McDonald
--- On Wed, 6/30/10, tsts4 <tsts4@verizon.net> wrote:
From: tsts4 <tsts4@verizon.net>
Subject: RV10-List: Re: Cowl Flaps
Guys,
Could I get some more info on the butterfly valve setup?- A part number a
nd install pics would be greatly appreciated.- Also, does Lycoming dictat
e a minimum operating oil temp?- I'm trying to gage if this is a mod that
would make sense to install here in northern Virginia.
--------
Todd Stovall
728TT (reserved)
RV-10 Empacone, Wings
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=303088#303088
le, List Admin.
=0A=0A=0A
Message 5
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| Subject: | Re: Artic Air cooler |
My experience is similar to Pat's. Most of my flying is on 'trips' where
the baggage compartment is utilized and the cooler isn't an option. I
find it's also a bigger 'hassle' to freeze the bottles and or transport
the ice, and then drain the water, etc. etc. (call me a wuss!) than it
is to just keep a door cracked while on the ground. Once in the air it
doesn't take that long to get to an alt that is comfortable.
Deems
On 6/27/2010 10:33 AM, Patrick Thyssen wrote:
> We have one I got last summer about this time. 38qt with the red cover
> single hose. I put it in the baggage and pump air over the back seat.(
> no need for case of oil back there) Here in Texas It's almost
> required. My wife and I flew to Gulf Shores, AL. from Houston TX. on
> Friday morning and just got back. It works good on the ground but not
> that good in the air due to leakage of air out the plane.
> We use it for cranking and taxing and climb to cool air. Does a good job.
> I use gallon and 1/2 gallon milk jugs frozen and then put in a bag of
> ice. Today we put in Three bags of ICE and still had some when we got
> back to HOUSTON, (2hr 48 min),but as I said you only use it for about
> 30 min on taxi and climb and then on the way back in for landing.
> I find if you use it continuously It lasts about an hr.
> I did just order another Hose a little longer (3FT)so it gets closer
> to the front seats.
> I also ordered a 24 to 12 volt converter to try it in my C310.
> Hope this helps.
> Patrick Thyssen
> N15PT 198.4 hrs.
>
> --- On *Sun, 6/27/10, ddddsp1@juno.com /<ddddsp1@juno.com>/* wrote:
>
>
> From: ddddsp1@juno.com <ddddsp1@juno.com>
> Subject: RV10-List: Artic Air cooler
> To: rv10-list@matronics.com
> Date: Sunday, June 27, 2010, 11:23 AM
>
> Just curious if anyone has experience with the Artic Air ice
> cooler? Pros? Cons?
>
> Dean
>
>
> ____________________________________________________________
> *LCD 42" TV for $26.42? Macbook Pro for $91.73?*
> Are these prices real? You WON'T Believe What We Found!
> <http://thirdpartyoffers.juno.com/TGL3132/4c277b3cb05f25d1694st05vuc>ctips.net
> <http://thirdpartyoffers.juno.com/TGL3132/4c277b3cb05f25d1694st05vuc>
>
> *
>
>
> *
Message 6
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I don't have a Garmin, but I finally moved my flow scan OUT of the
tunnel. To just aft of the servo prior to the spider, and it solved the
problem of it bouncing around. I wasn't sure there was enough room, but
it fit just fine. I ordered 2 new hoses from Precision to accomodate the
change. My fuel flow readings are now +/- .1 gph. Which is what the
Floscan spec says. Does Garmin provide an option for the sample rate of
the fuel flow? My EFIS shows it real time, but the data logging only
records in 6 sec increments?
Deems Davis
N519PJ
www.deemsrv10.com
On 6/30/2010 5:53 AM, gary wrote:
>
> I think that the bad combination of flowscan transducer in the tunnel
> and the Garmin software cause the bouncing of the fuel flow. I have
> noticed that it increases with altitude. I have been working with
> GAMI and they too cannot figure out what is going on with my present
> set up giving such variation.
>
> Has anyone with Garmin 900x gotten thing working perfectly?
>
> Gary Specketer
>
> ------------------------------------------------------------------------
>
> *From:* owner-rv10-list-server@matronics.com
> [mailto:owner-rv10-list-server@matronics.com] *On Behalf Of *Robin Marks
> *Sent:* Tuesday, June 29, 2010 7:46 PM
> *To:* rv10-list@matronics.com
> *Subject:* ~RE: RV10-List: Cowl Flaps
>
> Interesting. It was mentioned to me more than a few times that the
> openings on the James cowl are much larger than needed but when I look
> at the Cirrus and Corvallis their inlet openings look larger than the
> James openings. The downside to the Experimental world seems to be
> completely void of aeronautical engineers.
>
> Regarding LOP I have been flying LOP for ~30 hours now. I was hoping
> my last restrictor change was to be my last but that change made the
> engine run worse LOP. Unfortunately I cannot accurately balance my
> injectors because my fuel flow bounces around too much to give
> accurate numbers. It bounces more than the desired delta of first to
> last cylinder one looks for in a finely tuned injector package. That
> being said in my prior setup I was able to fly LOP at ~11.2-11.5 GPH
> at 155 TAS with lower cylinder temps as described.
>
> Robin
>
> *From:* owner-rv10-list-server@matronics.com
> <mailto:owner-rv10-list-server@matronics.com>
> [mailto:owner-rv10-list-server@matronics.com
> <mailto:owner-rv10-list-server@matronics.com>] *On Behalf Of *Deems Davis
> *Sent:* Tuesday, June 29, 2010 4:35 PM
> *To:* rv10-list@matronics.com <mailto:rv10-list@matronics.com>
> *Subject:* Re: RV10-List: Cowl Flaps
>
> For all of the James cowl/plenum RV10 drivers. You will want to find
> Alan Bickle @ OSH this year and talk and see what he's done re CHT and
> Oil Temps. It was a lot of work, but I think he's nailed the solution.
> Not to keep everyone in suspense, but his solution was bigger intake
> rings. If you haven't painted you cowl, See Alan 1st!!!.
>
> I just got back from a trip to Provo, Ut from PHX, and had Oil temps
> peak @ 220 on climb (and that was a 120kt climb) and avg 205 on the
> way up. Cyl #2 & #6 CHT's peaked @ 415-420! 40 deg ROP got them down
> to under 400. OAT @ altitude 65-70 F.
>
> BUT.........
>
> 25 degs LOP and CHT's dropped to 345-360 and OIL temps to 195. I'm
> really happily surprised to see the cooling advantage that LOP brings
> We had tail winds BOTH ways on our trip and still averaged 165kts GS @
> 11.2 gph! I'm liking this LOP stuff!!!!
>
>
> Deems
>
> On 6/29/2010 9:46 AM, Robin Marks wrote:
>
> --> RV10-List message posted by: Robin Marks<robin@painttheweb.com> <mailto:robin@painttheweb.com>
>
> Sounds like the answer is no.
> I don't see the need if you are going standard vans cowl, 260 Hp engine
> etc... Maybe upgrade to the 2006 oil cooler and place the oil cooler
> splitter in the "wedge"
> Why complicate things that already work. Adding cowl flaps will definitely
> complicate the lower cowl assembly.
>
> Robin
> Do Not Archive
>
>
> -----Original Message-----
> From:owner-rv10-list-server@matronics.com <mailto:owner-rv10-list-server@matronics.com>
> [mailto:owner-rv10-list-server@matronics.com] On Behalf Of Tom Koelzer
> Sent: Monday, June 28, 2010 6:29 PM
> To:rv10-list@matronics.com <mailto:rv10-list@matronics.com>
> Subject: RV10-List: Cowl Flaps
>
> --> RV10-List message posted by: Tom Koelzer<40950@rv10.net> <mailto:40950@rv10.net>
>
> Any one build cowl flaps for the rv-10?
>
>
>
>
>
>
>
> * *
> * *
> *?RV10-List">http://www.matronics.com/Navigator?RV10-List*
>
> * - MATRONICS WEB FORUMS -*
>
>
> *= t; http://www.matronics.com/contribution*
>
>
> *==============*
>
>
> ** **
> ** **
> ** **
> ****
> ****
> ****
> ****
> ****
> ****
> ****
> **http://www.matronics.com/contribution**
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Message 7
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http://www.nonstopaviation.com/
The nice part is you can leave it open and only close it in the winter when
you may want to warm things up a little. That is what I used to hate about
the winterization plates in Cherokee's. If you were a northern pilot flying
south, you would have to take off the cowl and remove the plate enroute. I
went through the formal FAA approval process to get something very similar
installed in my Cherokee 180. It's much nicer to be able to control from
a Bowden cable in the cabin. I plan on putting this on my RV-10 when it's
time.
bob
-----Original Message-----
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of tsts4
Sent: Wednesday, June 30, 2010 8:20 AM
Subject: RV10-List: Re: Cowl Flaps
Guys,
Could I get some more info on the butterfly valve setup? A part number and
install pics would be greatly appreciated. Also, does Lycoming dictate a
minimum operating oil temp? I'm trying to gage if this is a mod that would
make sense to install here in northern Virginia.
--------
Todd Stovall
728TT (reserved)
RV-10 Empacone, Wings
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=303088#303088
Message 8
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Thanks Bob and Kelly--exactly what I was looking for!
--------
Todd Stovall
728TT (reserved)
RV-10 Empacone, Wings
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=303104#303104
Message 9
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I installed the Nonstop aviation valve and it works great. In the winter I can
shut it down and regulate
Oil temps. I usually try and set it at 184-185f. In the hot summer I have it wide
open and with the stock cowl and the
Larger oil cooler I see 188 to 190 on 92f days during climb. When in cruise it
settles around 180-182f at altitude. It works very good. I have my valve right
before the oil cooler mount I attached a photo you can see the cable but the
valve is hard to see. Sorry I thought I had a better picture.
Geoff
--------
Geoff Combs
RV-10 QB N829GW
Flying
40033
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=303121#303121
Attachments:
http://forums.matronics.com//files/img_0312_114.jpg
Message 10
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| Subject: | anyone know what happened. |
IDENTIFICATION
Regis#: 81GL Make/Model: EXP Description: RV10
Date: 06/29/2010 Time: 0100
Event Type: Incident Highest Injury: None Mid Air: N Missing: N
Damage: Unknown
LOCATION
City: HOOPER BAY State: AK Country: US
DESCRIPTION
AIRCRAFT ENGINE FAILED ON TAKEOFF AND FORCE LANDED 1 MILE FROM THE AIRPORT,
HOOPER BAY, AK
INJURY DATA Total Fatal: 0
# Crew: 1 Fat: 0 Ser: 0 Min: 0 Unk:
# Pass: 3 Fat: 0 Ser: 0 Min: 0 Unk:
# Grnd: Fat: 0 Ser: 0 Min: 0 Unk:
WEATHER: METAR PAHP 290056Z AUTO 15003KT 10SM CL R11/04 A2975
OTHER DATA
Activity: Pleasure Phase: Take-off Operation: OTHER
FAA FSDO: ANCHORAGE, AK (AL03) Entry date: 06/29/2010
--------
Larry and Gayle N104LG
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=303133#303133
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| Subject: | Re: anyone know what happened. |
Not the first time...
http://www.vansairforce.com/community/showthread.php?t=57122
---- lbgjb10 <lbgjb@gnt.net> wrote:
>
> IDENTIFICATION
> Regis#: 81GL Make/Model: EXP Description: RV10
> Date: 06/29/2010 Time: 0100
>
> Event Type: Incident Highest Injury: None Mid Air: N Missing: N
> Damage: Unknown
>
> LOCATION
> City: HOOPER BAY State: AK Country: US
>
> DESCRIPTION
> AIRCRAFT ENGINE FAILED ON TAKEOFF AND FORCE LANDED 1 MILE FROM THE AIRPORT,
> HOOPER BAY, AK
>
> INJURY DATA Total Fatal: 0
> # Crew: 1 Fat: 0 Ser: 0 Min: 0 Unk:
> # Pass: 3 Fat: 0 Ser: 0 Min: 0 Unk:
> # Grnd: Fat: 0 Ser: 0 Min: 0 Unk:
>
> WEATHER: METAR PAHP 290056Z AUTO 15003KT 10SM CL R11/04 A2975
>
> OTHER DATA
> Activity: Pleasure Phase: Take-off Operation: OTHER
>
>
> FAA FSDO: ANCHORAGE, AK (AL03) Entry date: 06/29/2010
>
> --------
> Larry and Gayle N104LG
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=303133#303133
>
>
>
>
>
>
>
>
>
>
Message 12
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| Subject: | Re: anyone know what happened. |
My bad, different incident sorry for the confusion.
---- ricksked@cox.net wrote:
>
> Not the first time...
>
> http://www.vansairforce.com/community/showthread.php?t=57122
>
>
> ---- lbgjb10 <lbgjb@gnt.net> wrote:
> >
> > IDENTIFICATION
> > Regis#: 81GL Make/Model: EXP Description: RV10
> > Date: 06/29/2010 Time: 0100
> >
> > Event Type: Incident Highest Injury: None Mid Air: N Missing: N
> > Damage: Unknown
> >
> > LOCATION
> > City: HOOPER BAY State: AK Country: US
> >
> > DESCRIPTION
> > AIRCRAFT ENGINE FAILED ON TAKEOFF AND FORCE LANDED 1 MILE FROM THE AIRPORT,
> > HOOPER BAY, AK
> >
> > INJURY DATA Total Fatal: 0
> > # Crew: 1 Fat: 0 Ser: 0 Min: 0 Unk:
> > # Pass: 3 Fat: 0 Ser: 0 Min: 0 Unk:
> > # Grnd: Fat: 0 Ser: 0 Min: 0 Unk:
> >
> > WEATHER: METAR PAHP 290056Z AUTO 15003KT 10SM CL R11/04 A2975
> >
> > OTHER DATA
> > Activity: Pleasure Phase: Take-off Operation: OTHER
> >
> >
> > FAA FSDO: ANCHORAGE, AK (AL03) Entry date: 06/29/2010
> >
> > --------
> > Larry and Gayle N104LG
> >
> >
> >
> >
> > Read this topic online here:
> >
> > http://forums.matronics.com/viewtopic.php?p=303133#303133
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
>
>
>
>
>
Message 13
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| Subject: | anyone know what happened. |
Is this the same guy but different incidence=2C you are saying??
> Date: Wed=2C 30 Jun 2010 11:47:58 -0700
> From: ricksked@cox.net
> To: rv10-list@matronics.com
> Subject: Re: RV10-List: anyone know what happened.
>
>
> My bad=2C different incident sorry for the confusion.
> ---- ricksked@cox.net wrote:
> >
> > Not the first time...
> >
> > http://www.vansairforce.com/community/showthread.php?t=57122
> >
> >
> > ---- lbgjb10 <lbgjb@gnt.net> wrote:
> > >
> > > IDENTIFICATION
> > > Regis#: 81GL Make/Model: EXP Description: RV10
> > > Date: 06/29/2010 Time: 0100
> > >
> > > Event Type: Incident Highest Injury: None Mid Air: N Missi
ng: N
> > > Damage: Unknown
> > >
> > > LOCATION
> > > City: HOOPER BAY State: AK Country: US
> > >
> > > DESCRIPTION
> > > AIRCRAFT ENGINE FAILED ON TAKEOFF AND FORCE LANDED 1 MILE FROM THE
AIRPORT=2C
> > > HOOPER BAY=2C AK
> > >
> > > INJURY DATA Total Fatal: 0
> > > # Crew: 1 Fat: 0 Ser: 0 Min: 0
Unk:
> > > # Pass: 3 Fat: 0 Ser: 0 Min: 0
Unk:
> > > # Grnd: Fat: 0 Ser: 0 Min: 0
Unk:
> > >
> > > WEATHER: METAR PAHP 290056Z AUTO 15003KT 10SM CL R11/04 A2975
> > >
> > > OTHER DATA
> > > Activity: Pleasure Phase: Take-off Operation: OTHER
> > >
> > >
> > > FAA FSDO: ANCHORAGE=2C AK (AL03) Entry date: 06/29
/2010
> > >
> > > --------
> > > Larry and Gayle N104LG
> > >
> > >
> > >
> > >
> > > Read this topic online here:
> > >
> > > http://forums.matronics.com/viewtopic.php?p=303133#303133
> > >
> > >
> > >
> > >
> > >
> > >
> > >
> > >
> > >
> > >
> >
> >
> >
> >
> >
>
>
===========
===========
===========
===========
>
>
>
_________________________________________________________________
Hotmail has tools for the New Busy. Search=2C chat and e-mail from your inb
ox.
http://www.windowslive.com/campaign/thenewbusy?ocid=PID28326::T:WLMTAGL:O
N:WL:en-US:WM_HMP:042010_1
Message 14
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| Subject: | Re: anyone know what happened. |
interesting you gave the link however after Deems just told us that he moved
the Fuelflow to the engine area.
So as a cautionary reminder:
(from the link) The long version: During final assembly it came to my
attention that people with the Fuel Flow transducer in the "Tunnel" where
experiencing FF fluctuation when using the electric pump. The fix? Move the
FF Transducer to between the Fuel Injection Servo and the Spider. Well, that's
what I did. When I relocated the Transducer I had to fabricate a line
between the Servo and the Transducer. The line I fabricated was inch
aluminum, that was the flaw. That line broke just outside the fitting. When
I made that line I made sure it wasn't under any stress, in a natural
position, etc. Apparently that was not enough. Now, I will say this. This
was the one component of the airplane I was never quite happy with. It just
"didn't look right". I had some other builders take a look, half heartedly
hoping they would tell me that aluminum was bad and I should change it, but
no one did. So it stayed, and worked fine for 58 hours.
P
--------------------------------------------------
From: <ricksked@cox.net>
Sent: Wednesday, June 30, 2010 11:47 AM
Subject: Re: RV10-List: anyone know what happened.
>
> My bad, different incident sorry for the confusion.
> ---- ricksked@cox.net wrote:
>>
>> Not the first time...
>>
>> http://www.vansairforce.com/community/showthread.php?t=57122
>>
>>
>> ---- lbgjb10 <lbgjb@gnt.net> wrote:
>> >
>> > IDENTIFICATION
>> > Regis#: 81GL Make/Model: EXP Description: RV10
>> > Date: 06/29/2010 Time: 0100
>> >
>> > Event Type: Incident Highest Injury: None Mid Air: N
>> > Missing: N
>> > Damage: Unknown
>> >
>> > LOCATION
>> > City: HOOPER BAY State: AK Country: US
>> >
>> > DESCRIPTION
>> > AIRCRAFT ENGINE FAILED ON TAKEOFF AND FORCE LANDED 1 MILE FROM THE
>> > AIRPORT,
>> > HOOPER BAY, AK
>> >
>> > INJURY DATA Total Fatal: 0
>> > # Crew: 1 Fat: 0 Ser: 0 Min: 0
>> > Unk:
>> > # Pass: 3 Fat: 0 Ser: 0 Min: 0
>> > Unk:
>> > # Grnd: Fat: 0 Ser: 0 Min: 0
>> > Unk:
>> >
>> > WEATHER: METAR PAHP 290056Z AUTO 15003KT 10SM CL R11/04 A2975
>> >
>> > OTHER DATA
>> > Activity: Pleasure Phase: Take-off Operation: OTHER
>> >
>> >
>> > FAA FSDO: ANCHORAGE, AK (AL03) Entry date:
>> > 06/29/2010
>> >
>> > --------
>> > Larry and Gayle N104LG
>> >
>> >
>> >
>> >
>> > Read this topic online here:
>> >
>> > http://forums.matronics.com/viewtopic.php?p=303133#303133
>> >
>> >
>> >
>> >
>> >
>> >
>> >
>> >
>> >
>> >
>>
>>
>>
>>
>>
>
>
>
Message 15
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| Subject: | Re: anyone know what happened. |
Not the same aircraft or builder, I had bookmarked this link for future reference
but it's a different aircraft altogether sorry for the misinformation.
---- Pascal <rv10builder@verizon.net> wrote:
>
> interesting you gave the link however after Deems just told us that he moved
> the Fuelflow to the engine area.
>
> So as a cautionary reminder:
> (from the link) The long version: During final assembly it came to my
> attention that people with the Fuel Flow transducer in the "Tunnel" where
> experiencing FF fluctuation when using the electric pump. The fix? Move the
> FF Transducer to between the Fuel Injection Servo and the Spider. Well, that's
> what I did. When I relocated the Transducer I had to fabricate a line
> between the Servo and the Transducer. The line I fabricated was inch
> aluminum, that was the flaw. That line broke just outside the fitting. When
> I made that line I made sure it wasn't under any stress, in a natural
> position, etc. Apparently that was not enough. Now, I will say this. This
> was the one component of the airplane I was never quite happy with. It just
> "didn't look right". I had some other builders take a look, half heartedly
> hoping they would tell me that aluminum was bad and I should change it, but
> no one did. So it stayed, and worked fine for 58 hours.
>
> P
>
> --------------------------------------------------
> From: <ricksked@cox.net>
> Sent: Wednesday, June 30, 2010 11:47 AM
> To: <rv10-list@matronics.com>
> Subject: Re: RV10-List: anyone know what happened.
>
> >
> > My bad, different incident sorry for the confusion.
> > ---- ricksked@cox.net wrote:
> >>
> >> Not the first time...
> >>
> >> http://www.vansairforce.com/community/showthread.php?t=57122
> >>
> >>
> >> ---- lbgjb10 <lbgjb@gnt.net> wrote:
> >> >
> >> > IDENTIFICATION
> >> > Regis#: 81GL Make/Model: EXP Description: RV10
> >> > Date: 06/29/2010 Time: 0100
> >> >
> >> > Event Type: Incident Highest Injury: None Mid Air: N
> >> > Missing: N
> >> > Damage: Unknown
> >> >
> >> > LOCATION
> >> > City: HOOPER BAY State: AK Country: US
> >> >
> >> > DESCRIPTION
> >> > AIRCRAFT ENGINE FAILED ON TAKEOFF AND FORCE LANDED 1 MILE FROM THE
> >> > AIRPORT,
> >> > HOOPER BAY, AK
> >> >
> >> > INJURY DATA Total Fatal: 0
> >> > # Crew: 1 Fat: 0 Ser: 0 Min: 0
> >> > Unk:
> >> > # Pass: 3 Fat: 0 Ser: 0 Min: 0
> >> > Unk:
> >> > # Grnd: Fat: 0 Ser: 0 Min: 0
> >> > Unk:
> >> >
> >> > WEATHER: METAR PAHP 290056Z AUTO 15003KT 10SM CL R11/04 A2975
> >> >
> >> > OTHER DATA
> >> > Activity: Pleasure Phase: Take-off Operation: OTHER
> >> >
> >> >
> >> > FAA FSDO: ANCHORAGE, AK (AL03) Entry date:
> >> > 06/29/2010
> >> >
> >> > --------
> >> > Larry and Gayle N104LG
> >> >
> >> >
> >> >
> >> >
> >> > Read this topic online here:
> >> >
> >> > http://forums.matronics.com/viewtopic.php?p=303133#303133
> >> >
> >> >
> >> >
> >> >
> >> >
> >> >
> >> >
> >> >
> >> >
> >> >
> >>
> >>
> >>
> >>
> >>
> >
> >
> >
> >
> >
>
>
>
>
Message 16
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| Subject: | FIBERGLASS CONTOUR FOAM |
Ok all you fiberglass experts, I am very new to this stuff, What is the
name and where can I get the foam that us used to make contours with that
dissolves when being wetted by gas or acsatone.
You are welcome to e-mail me any info you care to share off list.
Thanks so much.
John G. Cumins
40864 Emp tips
Message 17
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| Subject: | Re: FIBERGLASS CONTOUR FOAM |
I use the blue foam insulation .... found at Lowes, but not at my Home
Depot.
Linn
John Cumins wrote:
>
> Ok all you fiberglass experts, I am very new to this stuff, What is
> the name and where can I get the foam that us used to make contours
> with that dissolves when being wetted by gas or acsatone.
>
> You are welcome to e-mail me any info you care to share off list.
>
> Thanks so much.
>
> John G. Cumins
>
> 40864 Emp tips
>
> *
>
>
> *
Message 18
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| Subject: | Re: New taxi procedures at controlled airports |
I like this a lot, not that it matters now.
I was in the habit of volunteering every runway cross when cleared to
some other point. Never, ever got a hint of anything from ATC but
"that's a good thing to do, no problem".
Looking forward to sitting up higher in the '10.
Now it's mandatory and a good thing.
Bill
Marcus Cooper wrote:
>
> At little off topic but in case the word is slow to get out a new procedure
> takes effect on 30 Jun this may help. No longer will you ever be cleared to
> taxi to a runway that involves crossing other runways along the way. Not a
> big deal as you just follow their clearance and you are good to go, you just
> might realize more stop and go and unused runways. Here's the info from the
> FAA (http://www.faa.gov/airports/runway_safety/news/current_events/taxi_to/
> ):
>
> Explicit Runway Crossing Procedure Change
> Beginning June 30, 2010, controllers will be required to issue explicit
> instructions to cross or hold short of each runway that intersects a taxi
> route.
> "Taxi to" will no longer be used when issuing taxi instructions to an
> assigned take-off runway.
> Instructions to cross a runway will be issued one at a time. Instructions to
> cross multiple runways will not be issued. An aircraft or vehicle must have
> crossed the previous runway before another runway crossing is issued.
> This applies to any runway including inactive or closed runways.
> Changes will also be made to the AIM and AIP to reflect the new procedures.
> Never cross a hold line without explicit ATC instructions. If in doubt ASK!
> Reminder: You may not enter a runway unless you have been: instructed to
> cross that specific runway; cleared to take off from that runway; or
> instructed to position and hold on that specific runway.
> For more information on the change, refer to FAA Order N JO 7110.532, which
> can be found at:
> http://www.faa.gov/documentLibrary/media/Notice/N7110.532.pdf.
>
> For additional information, go to http://www.faa.gov/go/runwaysafety
>
> Marcus
> 40286
>
>
>
Message 19
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| Subject: | Re: 2010 OSH RV-10 HQ Camping |
Bob, great talking to you... look forward to meeting you all.... anyway,-
just for info purposes, here's my N#:- 414DM.... you add me to the list
of those flying in
Sharing with Deems
Don McDonald
--- On Fri, 6/25/10, bcondrey <bob.condrey@baesystems.com> wrote:
From: bcondrey <bob.condrey@baesystems.com>
Subject: RV10-List: Re: 2010 OSH RV-10 HQ Camping
Just bumping this thread because AirVenture is getting close.- The FAQs,
chart with info for those that have contacted me and other misc stuff is li
nked from: http://www.myrv10.com/osh/
There are about a dozen of us so far - usually winds up being 25-30 and mos
t of the time about half are in the last week.- Looks like we're on track
for a last minute scramble again...
Bob
N442PM (flying)
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=302539#302539
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