Today's Message Index:
----------------------
1. 03:48 AM - Re: Foreflight Question (Rob Kermanj)
2. 05:22 AM - Re: 2010 OSH RV-10 HQ Camping (Dave Leikam)
3. 06:14 AM - Re: 2010 OSH RV-10 HQ Camping (Condrey, Bob (US SSA))
4. 07:42 AM - Re: Full tanks for first flight? (Roger Standley)
5. 08:19 AM - Re: Trying to be Politically correct - 4th of July (AirMike)
6. 09:27 AM - Re: Cowl (Robin Marks)
7. 09:43 AM - Re: Re: Trying to be Politically correct - 4th of July (Tony Woods)
8. 03:21 PM - Re: Alternator belt tension (rv10flyer)
9. 03:33 PM - Re: Re: Alternator belt tension (Lew Gallagher)
10. 03:44 PM - Re: Re: Alternator belt tension (Ralph E. Capen)
11. 04:27 PM - Re: Re: Alternator belt tension (Linn Walters)
12. 04:58 PM - Re: Alternator belt tension (rv10flyer)
13. 07:23 PM - Fw: Cowl (Alan Bikle)
14. 08:39 PM - Re: Fw: Cowl (Kelly McMullen)
15. 09:05 PM - Re: [LML] Crossbow 500 on Ebay (numbskull)
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| Subject: | Re: Alternator belt tension |
Where did you get this info? It looks like some pretty good scoop!
----- Original Message -----
From: "rv10flyer" <wayne.gillispie@yahoo.com>
Sent: Monday, July 05, 2010 6:17 PM
Subject: RV10-List: Re: Alternator belt tension
>
> Hope this helps Jay...Install a torque wrench on the pulley retaining nut
> and measure the amount of torque required to make the pulley slip. Turn
> the torque wrench in a clockwise direction, as viewed from the pulley end,
> and adjust belt tension accordingly.
>
> BELT WIDTH.......NEW BELT........USED BELT
> .....3/8 Inch .....11 to 13 Ft.....Lbs. 7 to 9 Ft. Lbs.
> .....1/2 Inch .....13 to 15 Ft.....Lbs. 9 to 11 Ft. Lbs.
>
> If a new belt is being installed the slip torque should be checked to the
> used belt specification after 1 hour operation, at 25 hours, and each
> 100 hours thereafter.
>
> NOTE: The higher torque value for the new belts is to compensate for
> the initial stretch of the belt that occurs as soon as it is operated. Do
> not use the higher torque value for a belt that has been previously used.
>
> --------
> Wayne Gillispie, A&P 5/93, PPC 10/08
> Grayson, KY Bldr# 40983
> Ord complete kit 8/24/09; DB Sch del 11/20/09
> Emp 12/01/09-3/14/10 332 hrs
> Wings 3/14/10-
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=303840#303840
>
>
>
Message 11
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| Subject: | Re: Alternator belt tension |
Great info. Where did those numbers come from?
Linn
do not archive
rv10flyer wrote:
>
> Hope this helps Jay...Install a torque wrench on the pulley retaining nut and
measure the amount of torque required to make the pulley slip. Turn the torque
wrench in a clockwise direction, as viewed from the pulley end, and adjust belt
tension accordingly.
>
> BELT WIDTH.......NEW BELT........USED BELT
> .....3/8 Inch .....11 to 13 Ft.....Lbs. 7 to 9 Ft. Lbs.
> .....1/2 Inch .....13 to 15 Ft.....Lbs. 9 to 11 Ft. Lbs.
>
> If a new belt is being installed the slip torque should be checked to the
> used belt specification after 1 hour operation, at 25 hours, and each
> 100 hours thereafter.
>
> NOTE: The higher torque value for the new belts is to compensate for
> the initial stretch of the belt that occurs as soon as it is operated. Do
> not use the higher torque value for a belt that has been previously used.
>
> --------
> Wayne Gillispie, A&P 5/93, PPC 10/08
> Grayson, KY Bldr# 40983
> Ord complete kit 8/24/09; DB Sch del 11/20/09
> Emp 12/01/09-3/14/10 332 hrs
> Wings 3/14/10-
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=303840#303840
>
>
>
Message 12
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| Subject: | Re: Alternator belt tension |
from searching the net. What did everyone do before this little gadget came along?
I only wish I had all of that info in my head. I made a copy for myself because
I will forget by next year.
Working on fuel tanks...lovin' the tank sealant and methyl ethyl ketone.
--------
Wayne Gillispie, A&P 5/93, PPC 10/08
Grayson, KY Bldr# 40983
Ord complete kit 8/24/09; DB Sch del 11/20/09
Emp 12/01/09-3/14/10 332 hrs
Wings 3/14/10-
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=303854#303854
Message 13
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=0A-=0A=0A=0A=0A=0A-=0A=0A=0A-=0A-=0A=0A=0A=0A=0A=0ARobin,=0AThe wh
eel pants are my own design-and are-low profile pressure recover pants.
--I will be marketing them as a high quality low drag option for those
builders that are looking to upgrade and have had enough fun with fiberglas
s.- The pants-will be delivered in a nearly finished-condition essent
ially eliminating all glass work and grinding.- They include a pre-instal
led axle bracket that greatly simplifies installation.- You simply attach
the pant to the stock Vans axle nut which locates the pants height, roll,
and longitudinal position.- All that is-left is setting the yaw and pit
ch and drilling four holes into the inboard bracket to fix-them in place.
- I have included a few photos.=0ASee you in OSHKOSH!=0A-=0AAlan Bikle
=0AAIRFLOW TECHNOLOGY=0A1586 Moffett Street Ste. E=0ASalinas, CA. 93905=0AT
el: 831-320-0193 =0AFax: 831-771-0833 =0A-=0A=0A=0A=0A=0A________________
________________=0AFrom: Robin Marks <Robin@PaintTheWeb.com>=0ATo: rv10-lis
t@matronics.com=0ASent: Mon, July 5, 2010 9:20:15 AM=0ASubject: RE: RV10-Li
st: Cowl=0A=0A=0AAlan,=0AThe photos really helped (along with your explanat
ion). Rather than visit you and have you de-cowl the plane for me (I hate t
aking on & off a painted cowl for almost no reason) I will hold off and cha
t with you at OSH. I will be there Monday evening to Friday at noon camping
with the RV-10 group. =0AOne more question. Are your wheel pants stock? Th
e look more narrow than stock to me.=0AHave a great week & good trip to Arl
ington.=0ARobin=0A-=0AFrom:owner-rv10-list-server@matronics.com [mailto:o
wner-rv10-list-server@matronics.com] On Behalf Of Alan Bikle=0ASent: Saturd
ay, July 03, 2010 7:55 AM=0ATo: rv10-list@matronics.com=0ASubject: Re: RV10
-List: Cowl=0A-=0A-=0AI experimented with increasing and decreasing the
outlet area but settled on the original area of-69sq. in.- No noticeab
le gain on increasing the outlet and negative results with both pressure an
d cooling with reducing the outlet.- I experienced the same results with
increasing and decreasing the inlet size. I have come to the conclusion tha
t an exit area-slightly larger than inlet area works best on the 10.- I
am aware of some 2 place Vans that successfully-employ smaller exit area
than inlet area but I would guess that there inlets are simply larger than
needed.- Once again I think its a balancing act to get enough-volume (
pounds of air) over the cylinders to cool the engine without over doing it
and creating excess drag.- Tony Bingelis book quoted that the rule of thu
mb for inlet sizing is to multiply H.P.-x .35.- I think that is larger
than necessary.- A stock-RV-10 with 260 H.P. has a inlet to H.P. ratio
of .29 a stock RV-8 of .27.-
With proper balancing and a high volume plenum I was able to reduce that t
hat ratio to .17 on my 10.-=0A-=0ANo louvers etc. and all cylinders run
within 20 F of each other and I have done no work to improve on that.- I
ncreasing the volume of the plenum helped considerably with even cooling.
=0A-=0A-=0AAlan Bikle=0AAIRFLOW TECHNOLOGY=0ASalinas, CA. 93905=0ATel:
831-320-0193 =0AFax: 831-771-0833 =0A-=0A-=0A-=0A=0A_________________
_______________=0A=0AFrom:Robin Marks <Robin@painttheweb.com>=0ATo: rv10-li
st@matronics.com=0ASent: Fri, July 2, 2010 11:11:12 PM=0ASubject: RE: RV10-
List: Cowl=0AAlan,=0A----------- So no change to the
outlet area, no under cowl louvers, even cooling across all cylinders?=0A
----------- It sure would be nice to have a mold of t
hat Plenum.=0A----------- BTW thank you for sharing!
Awesome work.=0A-=0ARobin=0A-=0AFrom:owner-rv10-list-server@matronics.c
om [mailto:owner-rv10-list-server@matronics.com] On Behalf Of Alan Bikle=0A
Sent: Friday, July 02, 2010 8:32 PM=0ATo: RV-10 list=0ASubject: RV10-List:
Cowl=0A-=0ASince Deems posted the other day that I had solved the James C
owl-high temperature problem-by increasing the inlet size I have receiv
ed several inquiries-for more information.- I can only assume that ther
e-are many-others who are experiencing high cylinder and oil temperatur
es particularly with the James Cowl.=0AFirst let me explain my particular s
etup because each situation is different and your mileage may vary.=0AI hav
e a new experimental IO-540 built by Lycon with Cold Air Induction 10-1 com
pression, ported and-flow balanced-with a single Light Speed Ignition.
- This translates into a lot more H.P.-and HEAT-than a stock install.
- =0AInitial flight tests were performed with a-stock James Cowl (4.5"
inlets) with-my own-induction air inlet and filter air box design.=0AMy
initial flight testing resulted in cylinder temps. in the 440 range and oi
l temps in the 220 range.--This was in relatively cool weather (averagi
ng 65 F) so the-airplane was basically unusable.- I embarked on a fligh
t test program of measuring the differential pressure at-seven different
locations under the cowl.- With knowledge gained I made numerous modifica
tions to the inlets, plenum, inlet ramps and exit ramp, retested and modifi
ed retested, etc., etc..--This consumed 27 flight hours and 4 months of
work.--The induction inlet and filter air box design was not modified
since I was seeing 1"+ boost in M.P. with the original design.=0AThe result
s are very satisfying with cylinder temps. now-averaging 350-and oil te
mps. averaging 180 or below.- I have even had to install an oil cooler da
mper to keep the oil temps. above 180 in cruise.- -It was all a matter
of balancing the inlet area, plenum size, and exit area to achieve the grea
test total plenum pressure and greatest differential pressure between the p
lenum and exit with the minimum inlet size.- The-final inlet size is-
6" diameter which-is larger than the stock James inlets but still signifi
cantly smaller in area than stock Vans inlets yet I'm effectively and effic
iently cooling an engine with 20% more H.P. than stock.- The total plenum
pressure went from-6" to13"-so LOP operation-should now be possible
without installing turbo rails as many have done.=0AI mention all this to s
how it is possible to cool the beast without resorting to unconventional an
unsightly options.- It is also important to understand that while "size
does matter"- there is a lot more to it than just increasing the inlet si
ze.- =0AI will be at Arlington and Oshkosh and will be more than happy to
discuss any of the particulars.- I have attached a few pictures to help
show the-modifications made and final outcome.=0A-=0A-=0A=0A-=0AAla
n Bikle=0AAIRFLOW TECHNOLOGY=0A1586 Moffett Street Ste. E=0ATel: 831-320-01
93 =0A-=0ASalinas, CA. 93905ator to browse /b> 10-List">http://www.matron
ics.com/Navigator?RV10-List=0A===============
====="http://forums.matronics.com">http://forums.matronics.com
===================== =0A=-
Message 14
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Alan, Is that a 6:00X6 tire or the Vans supplied 15x600X6 tire? I like
the concept of narrower tires and wheel pants, if the drag is same or less.
On 7/5/2010 7:15 PM, Alan Bikle wrote:
> Robin,
> The wheel pants are my own design and are low profile pressure recover
> pants. I will be marketing them as a high quality low drag option for
> those builders that are looking to upgrade and have had enough fun
> with fiberglass. The pants will be delivered in a nearly
> finished condition essentially eliminating all glass work and
> grinding. They include a pre-installed axle bracket that greatly
> simplifies installation. You simply attach the pant to the stock Vans
> axle nut which locates the pants height, roll, and longitudinal
> position. All that is left is setting the yaw and pitch and drilling
> four holes into the inboard bracket to fix them in place. I have
> included a few photos.
> See you in OSHKOSH!
> Alan Bikle
> AIRFLOW TECHNOLOGY
> 1586 Moffett Street Ste. E
> Salinas, CA. 93905
> Tel: 831-320-0193
> Fax: 831-771-0833
>
Message 15
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| Subject: | Re: [LML] Crossbow 500 on Ebay |
The auction for the crossbow has already been removed. I just wanna see it.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=303883#303883
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