---------------------------------------------------------- RV10-List Digest Archive --- Total Messages Posted Mon 07/05/10: 15 ---------------------------------------------------------- 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) ________________________________ Message 1 _____________________________________ Time: 03:48:41 AM PST US Subject: Re: RV10-List: Foreflight Question From: Rob Kermanj I have Skycharts on the ipad and have been using it for about a month. I find it very simple to use in actual IFR conditions where you need to get to the plates fast and easy. Two taps on any airport will give you the plates for the airport. One tap will switch between IFR, VFR and TAC charts. Other than a simple route planning (including Direct-To), that is about all there is to it. After reading the discussions on this list in the past few days, I went ahead and downloaded the Forefight to try out. I found Foreflight to function more like a computer program, rich with options and menus, something PERHAPS more useful on the ground than in actual IFR flights. In contrast, I found Skycharts to be stripped down to replace the paper charts and plates you carried during the flight. I am not saying one is better or worse. I am hoping that someone can write about their Foreflight experience while flying in IMC and shooting approaches. Rob. Do not archive On Jul 4, 2010, at 5:03 PM, Kelly McMullen wrote: > > I saw a demo of Skycharts on Ipad this morning, compared to > Foreflight. Skycharts was MUCH faster drawing the screen, allowed > direct to whatever airport/fix you wanted, had VFR, VFR with terrain, > IFR and approach plates all included. The approach plates are not > geo-referenced, but had everything else could want. Hard to believe > Foreflight doesn't have a direct to function. > I have a BT Globalsat 359 GPS. Does any bluetooth stack for Ipad work, > or does it need to be device specific? > The built-in GPS was giving 10 M accuracy sitting in airport cafe, > although I believe wifi was on and we were in range of wifi hotspot. > > On Sun, Jul 4, 2010 at 7:49 AM, Tim Olson wrote: >> >> The answer to my it connects to the ground is.... It doesn't "need" to at >> all, but if you have data enabled it will try to, as it wants to get your >> email and other updates....even checking for app updates. If you just turn >> off data and turn off wifi it won't try to do anything. >> Also, I find that if you do use Bluetooth gps, you can put the phone/pad in >> airplane mode and disable all other things including cell, and save battery. >> Bluetooth gps mode isn't too hard on batteries, but what IS hard on them is >> being in low signal conditions.....your phone will try to boost it's power >> to reach a signal, and thus uses more power. So airplane mode with >> Bluetooth gps will save battery life and give you better quality gps. As >> Ira noted, the gps in the iDevices is ok...fine for most things, but the gps >> is on the low end of the quality spectrum. It takes longer to lock in some >> cases too. >> >> Different than Ira, I find the brightness on the ipad to be good in an RV10 >> with our non-bubble canopy. I think most things would be awful in bubble >> canopies tho. I have photos comparing it to my LE1600 with view anywhere >> and it's definitely better....but, I have the Brando anti-glare screen cover >> on the ipad....without it the reflections would drive me nuts. >> >> And, as Eric noted, I've found that foreflight is the absolute fastest and >> easiest way to file a flight plan. It really rocks. >> Tim >> >> >> >> On Jul 4, 2010, at 9:01 AM, Linn Walters wrote: >> >>> >>> All the cell sites use signal strength as a means of choosing which cell >>> site to hand off to. Dropped calls are mostly due to the computer handling >>> traffic and not getting back to handling the control of your signal ..... >>> you're just covering too much ground too fast ...... and by the time your >>> device interrogates a cell site and the computer allocates a channel ..... >>> well, you're already out of range. Altitude does play a part because the >>> cell site will reject an interrogation below a signal strength threshold. >>> What I don't understand is why the device with a good GPS lock n eeds to >>> communicate with the ground. >>> Linn >>> >>> >>> DLM wrote: >>>> >>>> >>>> could it be that at some altitudes or regions too many cell towers are >>>> stroked and the cell system drops contact? If a signal is hitting 20+ cell >>>> towers , the computers could get confused. >>>> ----- Original Message ----- From: "Tim Olson" >>>> To: >>>> Sent: Sunday, July 04, 2010 5:32 AM >>>> Subject: Re: RV10-List: Foreflight Question >>>> >>>> >>>>> >>>>> It's funny, it's region specific. When I'm in the mountains, like >>>>> enroute to SLC, I get reception at 10,000' just fine. Over most >>>>> of the US I get nothing. But, over some areas I do get reception >>>>> at middle altitudes. I think in mountainous areas they must be less >>>>> restrictive of the elevation angles that they allow their signal >>>>> to go. >>>>> >>>>> Tim Olson - RV-10 N104CD >>>>> do not archive >>>>> >>>>> >>>>> On 7/4/2010 12:36 AM, Robin Marks wrote: >>>>>> >>>>>> --> RV10-List message posted by: Robin Marks >>>>>> >>>>>> Funny, my iPhone with AT&T service works better at 7,500' over Santa >>>>>> Barbara than it works in downtown Santa Barbara. Go figure. >>>>>> >>>>>> Robin >>>>>> Do Not Archive >>>>>> >>>>> >>>>> >>>>> >>>>> >>>> >>>> >>>> >>>> >>>> >>>> >>> >>> >>> >>> >> >> >> >> >> >> > > > > > ________________________________ Message 2 _____________________________________ Time: 05:22:48 AM PST US From: "Dave Leikam" Subject: Re: RV10-List: 2010 OSH RV-10 HQ Camping Sorry that was supposed to go to Bob. ----- Original Message ----- From: "Dave Leikam" Sent: Monday, July 05, 2010 12:04 AM Subject: Re: RV10-List: 2010 OSH RV-10 HQ Camping > > Hi Bob, > > I just sent a payment for camping to you but forgot to include my EAA > number so here it is: 492152. > Thanks again. > > Dave Leikam > RV-10 N89DA > Muskego, WI > > ----- Original Message ----- > From: "bcondrey" > To: > Sent: Thursday, June 03, 2010 10:23 AM > Subject: RV10-List: 2010 OSH RV-10 HQ Camping > > >> >> It's getting to be that time of year because phone calls and emails have >> started! >> >> Gary and I will again stake out sites for those who are interested in >> being in the RV-10 HQ area. In past years this has been a group of >> around 25 RV-10 folks ranging from those just starting the tail kit to >> those that have been flying for multiple years. Additionally we?Tve >> traditionally facilitated a couple of large cookouts where those not >> camping with us can attend ?" typically upwards of 75-100 people >> including some notable vendors. >> We will again stake out the sites on the Tuesday before Airventure starts >> which is 7/20 this year. Payment is required in advance from the first >> night through the Sunday night at the end of Airventure which winds up >> being 13 nights. Price this year is $22 per night which comes out to >> $286. You can either mail me a check (contact me offline for address) or >> use PayPal. PayPal is much easier all the way around but there's a fee of >> about $9 that they'll take out so if you use that service you'll need to >> send $295. >> >> Here?Ts how it works if you?Tre interested: >> Gary, Tim and I (and wives) simply facilitate this for the good of the >> group. Cost is actual cost of the sites - this is not a profit making >> venture. Your campsite will be in your name (I will need your EAA >> number) and will be paid for with a check rather than a credit card. This >> means if you leave early you will receive a check from EAA when you turn >> in your site registration on your way out of the campgrounds. I will >> check with Tim to see if he?Ts willing to once again have info on his >> website to facilitate people leaving early coordinating with others >> coming late in the week. >> >> Summary, if you want a campsite with the group: >> - I need $286 from you ($295 if using PayPal) no later than 7/14/2010. >> - If using PayPal, please send to bcondrey at cox dot net >> - I will need your EAA number for the registration and your membership >> must be valid through at least August 2010. >> - It would be helpful if you'd send me an email with the date you're >> planning to arrive and leave and the type of camper (Class A, tent, etc) >> - We'll use our best judgment for the group location based on what's >> available when we get there but our target will be in the same area that >> we've been the last few years which is immediately south of Paul?Ts Park >> in Camp Scholler (around 55th and Lindbergh). >> - Sites get tagged as required using a little logic based on size of the >> camper, tent vs. Class A motorhome, whether you?Tve got kids, etc. If >> you don?Tt like the location you can swap around when you get there. >> - We?Tll have your car pass, etc. at one of our sites and you simply >> call when you get close and somebody meet you at the registration gate. >> Most questions can be answered with the info from last year on Tim?Ts >> website at: www.myrv10.com/osh/Camping_FAQ.html >> >> I?Tll post more info and a reminder in a few weeks when it gets closer. >> >> Bob >> RV-10 N442PM (flying) >> >> >> >> >> Read this topic online here: >> >> http://forums.matronics.com/viewtopic.php?p=299863#299863 >> >> >> >> >> >> >> >> >> >> > > > ________________________________ Message 3 _____________________________________ Time: 06:14:26 AM PST US From: "Condrey, Bob (US SSA)" Subject: Re: RV10-List: 2010 OSH RV-10 HQ Camping Got it! Bob ----- Original Message ----- From: owner-rv10-list-server@matronics.com Sent: Sun Jul 04 22:04:17 2010 Subject: Re: RV10-List: 2010 OSH RV-10 HQ Camping Hi Bob, I just sent a payment for camping to you but forgot to include my EAA number so here it is: 492152. Thanks again. Dave Leikam RV-10 N89DA Muskego, WI ----- Original Message ----- From: "bcondrey" Sent: Thursday, June 03, 2010 10:23 AM Subject: RV10-List: 2010 OSH RV-10 HQ Camping > > It's getting to be that time of year because phone calls and emails have > started! > > Gary and I will again stake out sites for those who are interested in > being in the RV-10 HQ area. In past years this has been a group of around > 25 RV-10 folks ranging from those just starting the tail kit to those that > have been flying for multiple years. Additionally we?Tve traditionally > facilitated a couple of large cookouts where those not camping with us can > attend ?" typically upwards of 75-100 people including some notable > vendors. > We will again stake out the sites on the Tuesday before Airventure starts > which is 7/20 this year. Payment is required in advance from the first > night through the Sunday night at the end of Airventure which winds up > being 13 nights. Price this year is $22 per night which comes out to $286. > You can either mail me a check (contact me offline for address) or use > PayPal. PayPal is much easier all the way around but there's a fee of > about $9 that they'll take out so if you use that service you'll need to > send $295. > > Here?Ts how it works if you?Tre interested: > Gary, Tim and I (and wives) simply facilitate this for the good of the > group. Cost is actual cost of the sites - this is not a profit making > venture. Your campsite will be in your name (I will need your EAA number) > and will be paid for with a check rather than a credit card. This means if > you leave early you will receive a check from EAA when you turn in your > site registration on your way out of the campgrounds. I will check with > Tim to see if he?Ts willing to once again have info on his website to > facilitate people leaving early coordinating with others coming late in > the week. > > Summary, if you want a campsite with the group: > - I need $286 from you ($295 if using PayPal) no later than 7/14/2010. > - If using PayPal, please send to bcondrey at cox dot net > - I will need your EAA number for the registration and your membership > must be valid through at least August 2010. > - It would be helpful if you'd send me an email with the date you're > planning to arrive and leave and the type of camper (Class A, tent, etc) > - We'll use our best judgment for the group location based on what's > available when we get there but our target will be in the same area that > we've been the last few years which is immediately south of Paul?Ts Park > in Camp Scholler (around 55th and Lindbergh). > - Sites get tagged as required using a little logic based on size of the > camper, tent vs. Class A motorhome, whether you?Tve got kids, etc. If you > don?Tt like the location you can swap around when you get there. > - We?Tll have your car pass, etc. at one of our sites and you simply call > when you get close and somebody meet you at the registration gate. > Most questions can be answered with the info from last year on Tim?Ts > website at: www.myrv10.com/osh/Camping_FAQ.html > > I?Tll post more info and a reminder in a few weeks when it gets closer. > > Bob > RV-10 N442PM (flying) > > > Read this topic online here: > > http://forums.matronics.com/viewtopic.php?p=299863#299863 > > > ________________________________ Message 4 _____________________________________ Time: 07:42:36 AM PST US From: "Roger Standley" Subject: Re: RV10-List: Full tanks for first flight? Think like a test pilot...20 -30 minute first flight, no more than 1/2 tanks, 80 - 100 lbs of sand in baggage area, flame suit if you have one or at least long cotton clothes and gloves, helmet, small fire axe...the list goes on...get some good transition training and all this will be covered. Don't be caught upside down in some field smelling fuel thinking "wish I had planned this out a little better"! ----- Original Message ----- From: Linn Walters To: rv10-list@matronics.com Sent: Sunday, July 04, 2010 9:56 PM Subject: Re: RV10-List: Full tanks for first flight? To be honest, I never really thought about flying without full tanks. That saying 'the only time you have too much fuel is when you're on fire' comes to mind. I don't start a trip ..... even local .... without full fuel unless my airplane has really long legs. My vote then, is for full fuel. W&B consideration is a good one. Can't wait 'till I'm faced with that issue!!! ;-) Linn Dawson-Townsend,Timothy wrote: From the age-old advice of always taking as much fuel with you as possible when flying, I'm inclined to do my first flight with full tanks. Any reason not to? W&B seems reasonable. TDT Tim Dawson-Townsend RV-10 40025 tdt@aurora.aero 617-500-4812 (office) 617-905-4800 (mobile) href="http://www.matronics.com/Navigator?RV10-List">http://www.matronic s.com/Navigator?RV10-List href="http://forums.matronics.com">http://forums.matronics.com href="http://www.matronics.com/contribution">http://www.matronics.com/c ontribution http://www.matronics.com/Navigator?RV10-List http://www.matronics.com/contribution ________________________________ Message 5 _____________________________________ Time: 08:19:54 AM PST US Subject: RV10-List: Re: Trying to be Politically correct - 4th of July From: "AirMike" I received the following comments from one of our Canadian friends. I stand corrected. - Anyone with a serving of humble pie....... "I am Canadian and I am extremely proud to live in a country that allows its citizens the EXACT same freedoms as the United States to construct and fly without restriction amateur-built aircraft. Please be cognizant of your country's largest trading partner, military ally, and staunchest friend to the north. I consider all of my U.S. RV-10 builders/flyers as close friends. People who are considered equal in capabilities and freedoms on this continent we share." -------- OSH '10 or Bust Q/B - finally done Read this topic online here: http://forums.matronics.com/viewtopic.php?p=303800#303800 ________________________________ Message 6 _____________________________________ Time: 09:27:06 AM PST US From: Robin Marks Subject: RE: RV10-List: Cowl Alan, The photos really helped (along with your explanation). Rather than visit you and have you de-cowl the plane for me (I hate taking on & off a painted cowl for almost no reason) I will hold off and chat with you at OSH. I will be there Monday evening to Friday at noon camping with the RV-10 group. One more question. Are your wheel pants stock? The look more narrow than stock to me. Have a great week & good trip to Arlington. Robin *From:* owner-rv10-list-server@matronics.com [mailto: owner-rv10-list-server@matronics.com] *On Behalf Of *Alan Bikle *Sent:* Saturday, July 03, 2010 7:55 AM *To:* rv10-list@matronics.com *Subject:* Re: RV10-List: Cowl I experimented with increasing and decreasing the outlet area but settled on the original area of 69sq. in. No noticeable gain on increasing the outlet and negative results with both pressure and cooling with reducing the outlet. I experienced the same results with increasing and decreasing the inlet size. I have come to the conclusion that 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 thumb 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 that ratio to .17 on my 10. No louvers etc. and all cylinders run within 20 F of each other and I have done no work to improve on that. Increasing the volume of the plenum helped considerably with even cooling. Alan Bikle AIRFLOW TECHNOLOGY Salinas, CA. 93905 Tel: 831-320-0193 Fax: 831-771-0833 ------------------------------ *From:* Robin Marks *To:* rv10-list@matronics.com *Sent:* Fri, July 2, 2010 11:11:12 PM *Subject:* RE: RV10-List: Cowl Alan, So no change to the outlet area, no under cowl louvers, even cooling across all cylinders? It sure would be nice to have a mold of that Plenum. BTW thank you for sharing! Awesome work. Robin *From:* owner-rv10-list-server@matronics.com [mailto: owner-rv10-list-server@matronics.com] *On Behalf Of *Alan Bikle *Sent:* Friday, July 02, 2010 8:32 PM *To:* RV-10 list *Subject:* RV10-List: Cowl Since Deems posted the other day that I had solved the James Cowl high temperature problem by increasing the inlet size I have received several inquiries for more information. I can only assume that there are many others who are experiencing high cylinder and oil temperatures particularly with the James Cowl. First let me explain my particular setup because each situation is different and your mileage may vary. I have a new experimental IO-540 built by Lycon with Cold Air Induction 10-1 compression, ported and flow balanced with a single Light Speed Ignition. This translates into a lot more H.P. and HEAT than a stock install. Initial flight tests were performed with a stock James Cowl (4.5" inlets) with my own induction air inlet and filter air box design. My initial flight testing resulted in cylinder temps. in the 440 range and oil temps in the 220 range. This was in relatively cool weather (averaging 65 F) so the airplane was basically unusable. I embarked on a flight test program of measuring the differential pressure at seven different locations under the cowl. With knowledge gained I made numerous modifications to the inlets, plenum, inlet ramps and exit ramp, retested and modified 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. The results are very satisfying with cylinder temps. now averaging 350 and oil temps. averaging 180 or below. I have even had to install an oil cooler damper 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 greatest total plenum pressure and greatest differential pressure between the plenum and exit with the minimum inlet size. The final inlet size is 6" diameter which is larger than the stock James inlets but still significantly smaller in area than stock Vans inlets yet I'm effectively and efficiently 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. I mention all this to show 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 size. I 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. Alan Bikle AIRFLOW TECHNOLOGY 1586 Moffett Street Ste. E Salinas, CA. 93905 Tel: 831-320-0193 * * * * * * ________________________________ Message 7 _____________________________________ Time: 09:43:34 AM PST US From: "Tony Woods" Subject: RE: RV10-List: Re: Trying to be Politically correct - 4th of July I'd like to put a vote in for New Zealand too! No special restrictions here either, and I'm sure the Aussies would be the same :-) Tony -----Original Message----- From: owner-rv10-list-server@matronics.com [mailto:owner-rv10-list-server@matronics.com] On Behalf Of AirMike Sent: Tuesday, 6 July 2010 3:17 a.m. Subject: RV10-List: Re: Trying to be Politically correct - 4th of July I received the following comments from one of our Canadian friends. I stand corrected. - Anyone with a serving of humble pie....... "I am Canadian and I am extremely proud to live in a country that allows its citizens the EXACT same freedoms as the United States to construct and fly without restriction amateur-built aircraft. Please be cognizant of your country's largest trading partner, military ally, and staunchest friend to the north. I consider all of my U.S. RV-10 builders/flyers as close friends. People who are considered equal in capabilities and freedoms on this continent we share." -------- OSH '10 or Bust Q/B - finally done Read this topic online here: http://forums.matronics.com/viewtopic.php?p=303800#303800 ________________________________ Message 8 _____________________________________ Time: 03:21:23 PM PST US Subject: RV10-List: Re: Alternator belt tension From: "rv10flyer" 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 9 _____________________________________ Time: 03:33:31 PM PST US From: "Lew Gallagher" Subject: Re: RV10-List: Re: Alternator belt tension Hey Wayne, I was curious about that also, so thanks for posting it. Later, - Lew do not archive ________________________________ Message 10 ____________________________________ Time: 03:44:02 PM PST US From: "Ralph E. Capen" Subject: Re: RV10-List: Re: Alternator belt tension Where did you get this info? It looks like some pretty good scoop! ----- Original Message ----- From: "rv10flyer" 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 ____________________________________ Time: 04:27:28 PM PST US From: Linn Walters Subject: Re: RV10-List: 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 ____________________________________ Time: 04:58:04 PM PST US Subject: RV10-List: Re: Alternator belt tension From: "rv10flyer" 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 ____________________________________ Time: 07:23:02 PM PST US From: Alan Bikle Subject: Fw: RV10-List: Cowl =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 =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 =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 ____________________________________ Time: 08:39:31 PM PST US From: Kelly McMullen Subject: Re: Fw: RV10-List: Cowl 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 ____________________________________ Time: 09:05:52 PM PST US Subject: RV10-List: Re: [LML] Crossbow 500 on Ebay From: "numbskull" The auction for the crossbow has already been removed. I just wanna see it. 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