Today's Message Index:
----------------------
0. 12:11 AM - What's My Contribution Used For? (Matt Dralle)
1. 03:26 AM - Re: Six Year Anniversary (David Maib)
2. 06:21 AM - Re: Fuel Filter (Kevin Belue)
3. 07:04 AM - Egg engine ignition controller (Jesse Saint)
4. 07:59 AM - Re: Egg engine ignition controller (Dj Merrill)
5. 09:06 AM - Re: Fuel Filter (DLM)
6. 09:39 AM - Re: Fuel Filter (Fred Williams, M.D.)
7. 10:02 AM - Re: Fuel Filter (Albert Gardner)
8. 10:15 AM - Is the rudder hinge perpendicular to the horizontal level line (Bill Watson)
9. 10:45 AM - Re: Fuel Filter (Kevin Belue)
10. 10:54 AM - Re: Fuel Filter (Kevin Belue)
11. 03:22 PM - Re: Six Year Anniversary (fdombroski)
12. 03:24 PM - Re: Is the rudder hinge perpendicular to the horizontal level line (Bill Watson)
13. 03:54 PM - Re: Fuel Filter (Rene Felker)
14. 04:19 PM - Re: Fuel Filter (Pascal)
15. 04:27 PM - Re: Re: Six Year Anniversary (DLM)
16. 05:37 PM - Re: Re: Six Year Anniversary (Pascal)
17. 07:45 PM - Re: Fuel Filter (Miller John)
18. 07:55 PM - Re: Fuel Filter (Don McDonald)
19. 08:05 PM - Re mounting the engine (John Gonzalez)
20. 08:19 PM - Re: Fuel Filter (Robin Marks)
21. 08:33 PM - Re: Fuel Filter (Kevin Belue)
22. 08:52 PM - fuel filter maintenance (DLM)
23. 09:04 PM - Re: Re mounting the engine (Jesse Saint)
24. 09:04 PM - Re: Re mounting the engine (Dave Leikam)
25. 09:09 PM - Re: Fuel Filter (Jesse Saint)
26. 09:13 PM - Re: fuel filter maintenance (Jesse Saint)
27. 09:27 PM - Re: Re mounting the engine (Bob Turner)
Message 0
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| Subject: | What's My Contribution Used For? |
Dear Listers,
Some have asked, "What's my Contribution used for?" and that's a good question.
Here are just a few examples of what your direct List support enables. It provides
for the very expensive, commercial-grade T1 Internet connection used on
the List insuring maximum performance and minimal contention when accessing List
services. It pays for the regular system hardware and software upgrades enabling
the highest performance possible for services such as the Archive Search
Engine, List Browser, and Forums. It pays for narly 20 years (yeah, I really
said *20* years) worth of online archive data available for instant random search
and access. And, it offsets the many hours spent writing, developing, and
maintaining the custom applications that power this List Service such as the List
Browse, Search Engine, Forums, and Wiki.
But most importantly, your List Contribution enables a forum where you and your
peers can communicate freely in an environment that is free from moderation,
censorship, advertising, commercialism, SPAM, and computer viruses. How many places
on the Internet can you make all those statements these days? It is YOUR
CONTRIBUTION that directly enables these many aspects of these valuable List
services. Please support it today with your List Contribution. Its one of the
best investments you can make in your Sport...
List Contribution Web Site:
http://www.matronics.com/contribution
Or drop a personal check in the mail to:
Matt Dralle / Matronics
581 Jeannie Way
Livermore CA 94550
Thank you for your support!
Matt Dralle
Email List Administrator
Message 1
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| Subject: | Re: Six Year Anniversary |
Jeff,
Sorry to hear about this. I think all of the options you have listed are viable.
I want to make some comments about a partnership. I have been in a couple of
them and they were mostly positive experiences. My last one was an older Bonanza
that I owned with another individual. This was one of the most pleasurable
airplane ownership experiences I have had. IF (notice that is a big IF) you can
find the right individual, it can be a great way to enjoy ownership at half
the cost. I had another experience a few years ago where a four owner partnership
was really made unpleasant because of one jerk.
If you decide to go this way, find a compatible partner, use the AOPA resources
to come up with a good partnership agreement (including close attention to how
the partnership can be terminated in the future), and press on.
Good Luck
David Maib
40559
Flying
On Nov 16, 2010, at 7:57 PM, Jeff Carpenter wrote:
>
> On November 16, 2004, at 10:07 AM I cracked open my empennage crate and started
down the road to building my RV-10. Now, some 3227 hours of absolute pleasure
later, I'm not entirely sure I'll be able to make it to the finish line.
I heard the warning, more than once, that life changes over the years of the build.
Issues of health, marriage and money, among so many other things can knock
you off course.
>
> I lost three months of build time during the summer of 2006 to the tennis elbow
(in both elbows) I earned while using my pneumatic rivet squeezer for eight
consecutive hours. Last year I took a spill on my bike that put me in the ER
for an afternoon and kept me out of the shop for the better part of two months.
And now it's all about money. Business for me, as I am sure for many of you,
has fallen off a cliff. Though things have been a bit more positive this
month, I still have to start thinking about my options with the plane.
>
> With all that having been said, I pose the following questions to the group:
>
> I currently have the engine and prop new and "in the box." If I have to sell
the project, is it best to leave them that way and sell them separate from the
nearly complete plane or to go ahead and mount them?
>
> Another option is to take on a partner. For those that have gone down that road,
do you have any words of wisdom?
>
> The third option is to forge ahead and see if I can complete the plane "on the
cheap..." meaning Day VFR until I can afford what I really want. What do you
consider the minimum required configuration for Day VFR operations?
>
> Thank you all for you help... I haven't given up on finishing yet, but need to
know what path to take if it comes to that.
>
> Jeff Carpenter
> 40304
>
>
>
>
>
>
Message 2
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I put one of these filters in each wing root and they=99ve worked grea
t over 150hrs. Easy to clean and access in the wing root
http://www.wicksaircraft.com/catalog/product_detail.php/pid=14137~subid=
11799/index.html
FUEL FILTER-AN6
A high-performance fuel filter designed to meet the needs of the aerospace i
ndustry, providing 15 gpm fuel flow with no pressure drop along with maximum
filtration protection. The 10 micron element is made of pleated 304 stainle
ss steel and cleans easily with air or soluble rinse for indefinite re-use. T
he outer body is CNC machined from 6061-T6 aluminum and clear anodized. Incl
udes plated mounting bracket. For use with all fuels. Size: 4-1/4"x 2". Wt: 5
oz. Experimental aircraft only.
SKU: FF4006
Our Price: $72.85
Click to enlarge image
PRICE
AN6 FF4006 $72.85
On Nov 16, 2010, at 7:46 PM, <jfrjr@roadrunner.com> wrote:
>
> About to start my first annual and want to change the fuel filter from the
single unit to two under the seats like others have done. Are folks just u
sing a second ES Airflow filter or something smaller? Would appreciate part
numbers if you have them. Jay Rowe #40301
>
Message 3
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| Subject: | Egg engine ignition controller |
Anybody using Eggenfelner engines, do you know what electronic ignition controller
they are using?
Thanks.
Jesse Saint
Saint Aviation, Inc.
jesse@saintaviation.com
C: 352-427-0285
F: 815-377-3694
do not archive
Message 4
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| Subject: | Re: Egg engine ignition controller |
On 11/17/2010 10:01 AM, Jesse Saint wrote:
> Anybody using Eggenfelner engines, do you know what electronic ignition controller
they are using?
>
SDS on the 6 cylinder models for about the last 4-5 years or so, at
least up until the 2009 engine models. Not sure before that or if they
are still using them.
http://www.sdsefi.com/index.html
-Dj
--
Dj Merrill - N1JOV
Glastar Sportsman 2+2 Builder #7118 N421DJ - http://deej.net/sportsman/
Please use Netiquette Guidelines http://tools.ietf.org/html/rfc1855
Kindly TRIM your email replies and post AFTER the relevant text
Message 5
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what flow do you get for takeoff? My EFIS shows a 24 gph rate for full
power; I am using the Lyc IO540 D4A5.
----- Original Message -----
From: Kevin Belue
To: rv10-list@matronics.com
Sent: Wednesday, November 17, 2010 7:09 AM
Subject: Re: RV10-List: Fuel Filter
I put one of these filters in each wing root and they=99ve
worked great over 150hrs. Easy to clean and access in the wing
root
http://www.wicksaircraft.com/catalog/product_detail.php/pid=14137~subid
=11799/index.html
FUEL FILTER-AN6
A high-performance fuel filter designed to meet the needs of the
aerospace industry, providing 15 gpm fuel flow with no pressure drop
along with maximum filtration protection. The 10 micron element is made
of pleated 304 stainless steel and cleans easily with air or soluble
rinse for indefinite re-use. The outer body is CNC machined from 6061-T6
aluminum and clear anodized. Includes plated mounting bracket. For use
with all fuels. Size: 4-1/4"x 2". Wt: 5 oz. Experimental aircraft only.
SKU: FF4006
Our Price: $72.85
Click to enlarge image
PRICE
AN6 FF4006 $72.85
On Nov 16, 2010, at 7:46 PM, <jfrjr@roadrunner.com> wrote:
About to start my first annual and want to change the fuel filter
from the single unit to two under the seats like others have done. Are
folks just using a second ES Airflow filter or something smaller? Would
appreciate part numbers if you have them. Jay Rowe #40301
Message 6
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Just finished my second condition inspection. I too, thought about
changing to move the filters under the seats. I purchased some of the
auto racing fuel filters. I don't have the part numbers here with me at
the office. Anyway, instillation would be straightforward. I planned
to put some valves on the tank side to not have the fuel problem with
changing them. As I look more closely at them, I decided to leave the
stock set up alone. I think David's post is asking the question of
proper fuel flow with the other filters. The stock filter in the tunnel
has a very large screen surface. The automotive racing ones and the one
from wicks noted unrestricted flow at 15 gal/hr. At take off, I also
see upwards of 22-24 ga/hr flow.
I also noted the screen size (about size of dime) looked like a great
place for a contaminant obstruction. A good size Texas bug could easily
knock out 50% of the fuel flow.
I also read another post somewhere that high up in the reasons for
experimental aircraft to fall from the sky was fuel system
modification. Decided not to do any more test piloting.
I made up a wrench to fit over the stock filter and it isn't as bad to
change as it could be.
Tim ; good post on the wheel pant bushings. Starting to see the same
changes. I had to re torque mine this year. Will make some spacers
the next time I have to get down there.
Dr Fred
300 hrs
515FW.
On 11/16/2010 7:46 PM, jfrjr@roadrunner.com wrote:
> --> RV10-List message posted by:<jfrjr@roadrunner.com>
>
> About to start my first annual and want to change the fuel filter from the single
unit to two under the seats like others have done. Are folks just using
a second ES Airflow filter or something smaller? Would appreciate part numbers
if you have them. Jay Rowe #40301
>
>
Message 7
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I made this cutout under the fuse to allow access to my filter from
underneath. Works good.
Albert Gardner
N991RV
Yuma, AZ
Message 8
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| Subject: | Is the rudder hinge perpendicular to the horizontal level line |
Does anyone happen to know if the rudder hinge line is perpendicular to
the door sill?
I understand the door sill is the horizontal datum line. It appears to
be lined up with the cowling hinge line. And it appears to be normal to
the rudder hinge line as well as being aligned with the rivet lines on
the rudder.
Not a critical question, just laying out some trim lines and triple
checking my observations.
Thanks
Bill "happiness is a warm shop" Watson
(now downloadable on iTunes if you don't already have it)
Message 9
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The filter is good for 15gpm,
which is 900gph - way more than
what an IO540 consumes.....
Sent from my iPhone
On Nov 17, 2010, at 10:14 AM, "DLM" <dlm46007@cox.net> wrote:
> what flow do you get for takeoff? My EFIS shows a 24 gph rate for full pow
er; I am using the Lyc IO540 D4A5.
> ----- Original Message -----
> From: Kevin Belue
> To: rv10-list@matronics.com
> Sent: Wednesday, November 17, 2010 7:09 AM
> Subject: Re: RV10-List: Fuel Filter
>
> I put one of these filters in each wing root and they=99ve worked gr
eat over 150hrs. Easy to clean and access in the wing root
>
> http://www.wicksaircraft.com/catalog/product_detail.php/pid=14137~subid=
11799/index.html
>
>
> FUEL FILTER-AN6
> A high-performance fuel filter designed to meet the needs of the aerospace
industry, providing 15 gpm fuel flow with no pressure drop along with maxim
um filtration protection. The 10 micron element is made of pleated 304 stain
less steel and cleans easily with air or soluble rinse for indefinite re-use
. The outer body is CNC machined from 6061-T6 aluminum and clear anodized. I
ncludes plated mounting bracket. For use with all fuels. Size: 4-1/4"x 2". W
t: 5 oz. Experimental aircraft only.
>
>
> SKU: FF4006
> Our Price: $72.85
>
>
> Click to enlarge image
>
> PRICE
> AN6 FF4006 $72.85
>
> On Nov 16, 2010, at 7:46 PM, <jfrjr@roadrunner.com> wrote:
>
>>
>> About to start my first annual and want to change the fuel filter from th
e single unit to two under the seats like others have done. Are folks just u
sing a second ES Airflow filter or something smaller? Would appreciate part
numbers if you have them. Jay Rowe #40301
>>
>
>
> href="http://www.aeroelectric.com">www.aeroelectric.com
> href="http://www.buildersbooks.com">www.buildersbooks.com
> href="http://www.homebuilthelp.com">www.homebuilthelp.com
> href="http://www.matronics.com/contribution">http://www.matronics.com/ch
ref="http://www.matronics.com/Navigator?RV10-List">http://www.matronics.co
m/Navigator?RV10-List
> href="http://forums.matronics.com">http://forums.matronics.com
>
>
==========================
=========
==========================
=========
==========================
=========
==========================
=========
Message 10
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The Wicks filter I quoted earlier has a large filter element - much larger than
a dime, more like 1.5 - 2 inches. When I was building, I was concerned about
having only one filter - if it gets blocked you're coming down. With a filter
on each tank, if one gets blocked, switch to the other tank.
Also, I don't like the hard to access filter in the tunnel. Filters in the wing
root are easy to access. The Wick's filter quoted before will flow 15gpm, which
is 900gph - way more than required.
Sent from my iPhone
On Nov 17, 2010, at 11:33 AM, "Fred Williams, M.D." <drfred@suddenlinkmail.com>
wrote:
>
> Just finished my second condition inspection. I too, thought about changing
to move the filters under the seats. I purchased some of the auto racing fuel
filters. I don't have the part numbers here with me at the office. Anyway,
instillation would be straightforward. I planned to put some valves on the tank
side to not have the fuel problem with changing them. As I look more closely
at them, I decided to leave the stock set up alone. I think David's post
is asking the question of proper fuel flow with the other filters. The stock
filter in the tunnel has a very large screen surface. The automotive racing ones
and the one from wicks noted unrestricted flow at 15 gal/hr. At take off,
I also see upwards of 22-24 ga/hr flow.
>
> I also noted the screen size (about size of dime) looked like a great place for
a contaminant obstruction. A good size Texas bug could easily knock out 50%
of the fuel flow.
>
> I also read another post somewhere that high up in the reasons for experimental
aircraft to fall from the sky was fuel system modification. Decided not to
do any more test piloting.
>
Message 11
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| Subject: | Re: Six Year Anniversary |
Hi Jeff,
I went through this almost 2 years ago, so I know the angst. Thankfully life has
come full circle.
If you want to finish on the cheap, you can pick up a Blue Mountain EFIS dirt cheap,
less than the cost of steam. I would not fly IFR with it, but it would give
you an easy upgrade path when finances improve, and still provide a full glass
panel.
Best of luck,
Frank
--------
Frank Dombroski
RV-10 N10FD Flying
RV-8 N84FD Finished and sold :-{
N40 Sky Manor Airport NJ
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=319838#319838
Message 12
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| Subject: | Re: Is the rudder hinge perpendicular to the horizontal level |
line
Well, yes it appears to be. Interestingly, the ribs in the rudder are
close to perpendicular to the hinge line.... but not quite.
Thanks self.
On 11/17/2010 1:11 PM, Bill Watson wrote:
>
> Does anyone happen to know if the rudder hinge line is perpendicular
> to the door sill?
>
> I understand the door sill is the horizontal datum line. It appears
> to be lined up with the cowling hinge line. And it appears to be
> normal to the rudder hinge line as well as being aligned with the
> rivet lines on the rudder.
>
> Not a critical question, just laying out some trim lines and triple
> checking my observations.
>
> Thanks
> Bill "happiness is a warm shop" Watson
> (now downloadable on iTunes if you don't already have it)
>
Message 13
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"When I was building, I was concerned about having only one filter - if it
gets blocked you're coming down"
I am not sure this is true for the stock build. I would have to go back and
look, but there is a bypass line and check valve built in. I am not 100
percent sure, but maybe 90 percent.
Anybody else know for sure.
Rene' Felker
N423CF
801-721-6080
-----Original Message-----
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Kevin Belue
Sent: Wednesday, November 17, 2010 11:41 AM
Subject: Re: RV10-List: Fuel Filter
The Wicks filter I quoted earlier has a large filter element - much larger
than a dime, more like 1.5 - 2 inches. When I was building, I was concerned
about having only one filter - if it gets blocked you're coming down. With a
filter on each tank, if one gets blocked, switch to the other tank.
Also, I don't like the hard to access filter in the tunnel. Filters in the
wing root are easy to access. The Wick's filter quoted before will flow
15gpm, which is 900gph - way more than required.
Sent from my iPhone
On Nov 17, 2010, at 11:33 AM, "Fred Williams, M.D."
<drfred@suddenlinkmail.com> wrote:
<drfred@suddenlinkmail.com>
>
> Just finished my second condition inspection. I too, thought about
changing to move the filters under the seats. I purchased some of the auto
racing fuel filters. I don't have the part numbers here with me at the
office. Anyway, instillation would be straightforward. I planned to put
some valves on the tank side to not have the fuel problem with changing
them. As I look more closely at them, I decided to leave the stock set up
alone. I think David's post is asking the question of proper fuel flow with
the other filters. The stock filter in the tunnel has a very large screen
surface. The automotive racing ones and the one from wicks noted
unrestricted flow at 15 gal/hr. At take off, I also see upwards of 22-24
ga/hr flow.
>
> I also noted the screen size (about size of dime) looked like a great
place for a contaminant obstruction. A good size Texas bug could easily
knock out 50% of the fuel flow.
>
> I also read another post somewhere that high up in the reasons for
experimental aircraft to fall from the sky was fuel system modification.
Decided not to do any more test piloting.
>
Message 14
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|
you are correct there is a bypass.
--------------------------------------------------
From: "Rene Felker" <rene@felker.com>
Sent: Wednesday, November 17, 2010 3:51 PM
Subject: RE: RV10-List: Fuel Filter
>
> "When I was building, I was concerned about having only one filter - if it
> gets blocked you're coming down"
>
> I am not sure this is true for the stock build. I would have to go back
> and
> look, but there is a bypass line and check valve built in. I am not 100
> percent sure, but maybe 90 percent.
>
> Anybody else know for sure.
>
> Rene' Felker
> N423CF
> 801-721-6080
>
> -----Original Message-----
> From: owner-rv10-list-server@matronics.com
> [mailto:owner-rv10-list-server@matronics.com] On Behalf Of Kevin Belue
> Sent: Wednesday, November 17, 2010 11:41 AM
> To: rv10-list@matronics.com
> Subject: Re: RV10-List: Fuel Filter
>
>
> The Wicks filter I quoted earlier has a large filter element - much larger
> than a dime, more like 1.5 - 2 inches. When I was building, I was
> concerned
> about having only one filter - if it gets blocked you're coming down. With
> a
> filter on each tank, if one gets blocked, switch to the other tank.
> Also, I don't like the hard to access filter in the tunnel. Filters in the
> wing root are easy to access. The Wick's filter quoted before will flow
> 15gpm, which is 900gph - way more than required.
>
> Sent from my iPhone
>
> On Nov 17, 2010, at 11:33 AM, "Fred Williams, M.D."
> <drfred@suddenlinkmail.com> wrote:
>
> <drfred@suddenlinkmail.com>
>>
>> Just finished my second condition inspection. I too, thought about
> changing to move the filters under the seats. I purchased some of the
> auto
> racing fuel filters. I don't have the part numbers here with me at the
> office. Anyway, instillation would be straightforward. I planned to put
> some valves on the tank side to not have the fuel problem with changing
> them. As I look more closely at them, I decided to leave the stock set up
> alone. I think David's post is asking the question of proper fuel flow
> with
> the other filters. The stock filter in the tunnel has a very large screen
> surface. The automotive racing ones and the one from wicks noted
> unrestricted flow at 15 gal/hr. At take off, I also see upwards of 22-24
> ga/hr flow.
>>
>> I also noted the screen size (about size of dime) looked like a great
> place for a contaminant obstruction. A good size Texas bug could easily
> knock out 50% of the fuel flow.
>>
>> I also read another post somewhere that high up in the reasons for
> experimental aircraft to fall from the sky was fuel system modification.
> Decided not to do any more test piloting.
>>
>
>
>
Message 15
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| Subject: | Re: Six Year Anniversary |
why BMA? no updates, no support , no repairs. I know the guy ho flew their
tests and he had three different systems in the same airplane and always had
at least one fail per flight. I suggest trying someone who is already/still
in business.
----- Original Message -----
From: "fdombroski" <f.dombroski@yahoo.com>
Sent: Wednesday, November 17, 2010 4:19 PM
Subject: RV10-List: Re: Six Year Anniversary
>
> Hi Jeff,
>
> I went through this almost 2 years ago, so I know the angst. Thankfully
> life has come full circle.
>
> If you want to finish on the cheap, you can pick up a Blue Mountain EFIS
> dirt cheap, less than the cost of steam. I would not fly IFR with it, but
> it would give you an easy upgrade path when finances improve, and still
> provide a full glass panel.
>
> Best of luck,
> Frank
>
> --------
> Frank Dombroski
> RV-10 N10FD Flying
> RV-8 N84FD Finished and sold :-{
> N40 Sky Manor Airport NJ
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=319838#319838
>
>
>
Message 16
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| Subject: | Re: Six Year Anniversary |
Dynon is a good option from what I have seen thus far, free updates, great
support/forum; have replaced parts for me with no "restocking fees". If the
forum is any indication of the failure rate they have a low rate and good
customer following.
Haven't flown behind one (yet) but I know of one -10 that has a Dynon and he
has had good things to say about it- he has had it installed 4 years without
a hiccup.
Jeff;
Don't worry about the instruments until the very end. Get the plane
completely built, come up with what you want and wire everything up, wire
the instruments last.
--------------------------------------------------
From: "DLM" <dlm46007@cox.net>
Sent: Wednesday, November 17, 2010 4:24 PM
Subject: Re: RV10-List: Re: Six Year Anniversary
>
> why BMA? no updates, no support , no repairs. I know the guy ho flew their
> tests and he had three different systems in the same airplane and always
> had at least one fail per flight. I suggest trying someone who is
> already/still in business.
> ----- Original Message -----
> From: "fdombroski" <f.dombroski@yahoo.com>
> To: <rv10-list@matronics.com>
> Sent: Wednesday, November 17, 2010 4:19 PM
> Subject: RV10-List: Re: Six Year Anniversary
>
>
>>
>> Hi Jeff,
>>
>> I went through this almost 2 years ago, so I know the angst. Thankfully
>> life has come full circle.
>>
>> If you want to finish on the cheap, you can pick up a Blue Mountain EFIS
>> dirt cheap, less than the cost of steam. I would not fly IFR with it, but
>> it would give you an easy upgrade path when finances improve, and still
>> provide a full glass panel.
>>
>> Best of luck,
>> Frank
>>
>> --------
>> Frank Dombroski
>> RV-10 N10FD Flying
>> RV-8 N84FD Finished and sold :-{
>> N40 Sky Manor Airport NJ
>>
>>
>>
>>
>> Read this topic online here:
>>
>> http://forums.matronics.com/viewtopic.php?p=319838#319838
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>
>
>
Message 17
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I guess I don't see the issue here.
After building plus 4 condition inspections, I find the stock filter
removal and inspection a very simple matter.
You have to open up the tunnel anyway......
grumpy
do not archive
On Nov 17, 2010, at 12:41 PM, Kevin Belue wrote:
>
> The Wicks filter I quoted earlier has a large filter element - much
> larger than a dime, more like 1.5 - 2 inches. When I was building, I
> was concerned about having only one filter - if it gets blocked
> you're coming down. With a filter on each tank, if one gets blocked,
> switch to the other tank.
> Also, I don't like the hard to access filter in the tunnel. Filters
> in the wing root are easy to access. The Wick's filter quoted before
> will flow 15gpm, which is 900gph - way more than required.
>
> Sent from my iPhone
>
> On Nov 17, 2010, at 11:33 AM, "Fred Williams, M.D." <drfred@suddenlinkmail.com
> > wrote:
>
>> >
>>
>> Just finished my second condition inspection. I too, thought about
>> changing to move the filters under the seats. I purchased some of
>> the auto racing fuel filters. I don't have the part numbers here
>> with me at the office. Anyway, instillation would be
>> straightforward. I planned to put some valves on the tank side to
>> not have the fuel problem with changing them. As I look more
>> closely at them, I decided to leave the stock set up alone. I
>> think David's post is asking the question of proper fuel flow with
>> the other filters. The stock filter in the tunnel has a very large
>> screen surface. The automotive racing ones and the one from wicks
>> noted unrestricted flow at 15 gal/hr. At take off, I also see
>> upwards of 22-24 ga/hr flow.
>>
>> I also noted the screen size (about size of dime) looked like a
>> great place for a contaminant obstruction. A good size Texas bug
>> could easily knock out 50% of the fuel flow.
>>
>> I also read another post somewhere that high up in the reasons for
>> experimental aircraft to fall from the sky was fuel system
>> modification. Decided not to do any more test piloting.
>>
>
>
Message 18
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Just a little heads up.... one person is talking gallons per minute, the ot
her, gallons per hour.
Don
--- On Wed, 11/17/10, DLM <dlm46007@cox.net> wrote:
From: DLM <dlm46007@cox.net>
Subject: Re: RV10-List: Fuel Filter
=EF=BB
what flow do you get for takeoff? My EFIS shows a 24 gph rate for full powe
r; I am using the Lyc IO540 D4A5.
----- Original Message -----
From: Kevin Belue
Sent: Wednesday, November 17, 2010 7:09 AM
Subject: Re: RV10-List: Fuel Filter
I put one of these filters in each wing root and they=99ve worked gre
at over 150hrs.=C2-Easy to clean and access in the wing root
http://www.wicksaircraft.com/catalog/product_detail.php/pid=14137~subid
=11799/index.html
FUEL FILTER-AN6
A high-performance fuel filter designed to meet the needs of the aerospace
industry, providing 15 gpm fuel flow with no pressure drop along with maxim
um filtration protection. The 10 micron element is made of pleated 304 stai
nless steel and cleans easily with air or soluble rinse for indefinite re-u
se. The outer body is CNC machined from 6061-T6 aluminum and clear anodized
. Includes plated mounting bracket. For use with all fuels. Size:=C2-4-1/
4"x 2". Wt: 5 oz. Experimental aircraft only.
SKU:=C2-FF4006
Our Price: $72.85=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2
- =C2- =C2-
Click to enlarge image=C2-
PRICE=C2-=C2-
AN6=C2-=C2-=C2-=C2-=C2-FF4006=C2-=C2-$72.85
On Nov 16, 2010, at 7:46 PM, <jfrjr@roadrunner.com> wrote:
About to start my first annual and want to change the fuel filter from the
single unit to two under the seats like others have done. =C2-Are folks j
ust using a second ES Airflow filter or something smaller? =C2-Would appr
eciate part numbers if you have them. =C2-Jay Rowe #40301
href="http://www.aeroelectric.com">www.aeroelectric.com
href="http://www.buildersbooks.com">www.buildersbooks.com
href="http://www.homebuilthelp.com">www.homebuilthelp.com
href="http://www.matronics.com/contribution">http://www.matronics.com/chr
ef="http://www.matronics.com/Navigator?RV10-List">http://www.matronics.co
m/Navigator?RV10-List
href="http://forums.matronics.com">http://forums.matronics.com
=0A=0A=0A
Message 19
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| Subject: | Re mounting the engine |
I had the engine on once before=2C but had to remove it to get the plane ou
t of the basement. I have two questions.
1) It seems like the ears which come off the engine case have a slight amou
nt of play in them before one torques down the four nuts which holds each o
ne of them on. When I mounted my engine the first time I torqued the bolts
which I could easily torque and guestimated the tightness on the others. Wh
en mounting the engine to the engine mount=2C one of the engine bolts did n
ot passively fit through the mount and the engine ear. It required a taperr
ed steel dowl to align it and get the bolt in(not uncommon).
Is it possible to leave that forth ear tight=2C but not torqued and get the
forth engine bolt in through the mount and ear and then tighten the nuts o
n the ear=2C remove the engine again and torque all the nuts for the ears a
nd then remount the engine to the engine mount? Basically=2C is there enoug
h play in the fit of the ears to allow this? If possible=2C it would help f
rom straining the mount which would be best if it fit passively with the fo
ur mount bolts.
2) The difficult access nuts on the engine ears (two of the total four) app
ear to need torqueing with a crows foot and the torque wrench. I cannot fin
d a site on the internet which explains the proper formula for setting the
torque correctly when using a torgue wrench and a crows foot. Due to the of
fset=2C does it mean one needs more torque or less?
Thank you=2C
John G 409
Message 20
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Correction, one person is talking RV-10 and the other is taking F-18 (in
economy mode).
Robin
Do Not Archive
*From:* owner-rv10-list-server@matronics.com [mailto:
owner-rv10-list-server@matronics.com] *On Behalf Of *Don McDonald
*Sent:* Wednesday, November 17, 2010 7:53 PM
*To:* rv10-list@matronics.com
*Subject:* Re: RV10-List: Fuel Filter
Just a little heads up.... one person is talking gallons per minute, the
other, gallons per hour.
Don
--- On *Wed, 11/17/10, DLM <dlm46007@cox.net>* wrote:
From: DLM <dlm46007@cox.net>
Subject: Re: RV10-List: Fuel Filter
=EF=BB
what flow do you get for takeoff? My EFIS shows a 24 gph rate for full
power; I am using the Lyc IO540 D4A5.
----- Original Message -----
*From:* Kevin Belue<http://us.mc537.mail.yahoo.com/mc/compose?to=kdbelue@
charter.net>
*To:* rv10-list@matronics.com<http://us.mc537.mail.yahoo.com/mc/compose?to
=rv10-list@matronics.com>
*Sent:* Wednesday, November 17, 2010 7:09 AM
*Subject:* Re: RV10-List: Fuel Filter
I put one of these filters in each wing root and they=99ve worked gre
at over
150hrs. Easy to clean and access in the wing root
http://www.wicksaircraft.com/catalog/product_detail.php/pid=14137~subid
=11799/index.html
*FUEL FILTER-AN6*
A high-performance fuel filter designed to meet the needs of the aerospace
industry, providing 15 gpm fuel flow with no pressure drop along with
maximum filtration protection. The 10 micron element is made of pleated 304
stainless steel and cleans easily with air or soluble rinse for indefinite
re-use. The outer body is CNC machined from 6061-T6 aluminum and clear
anodized. Includes plated mounting bracket. For use with all fuels.
Size: 4-1/4"x 2". Wt: 5 oz. Experimental aircraft only.
*SKU:* FF4006
*Our Price: $*72.85
*
**Click to enlarge image*
*PRICE*
AN6 FF4006 * **$72.85*
On Nov 16, 2010, at 7:46 PM,
<jfrjr@roadrunner.com<http://us.mc537.mail.yahoo.com/mc/compose?to=jfrjr@
roadrunner.com>>
wrote:
<jfrjr@roadrunner.com<http://us.mc537.mail.yahoo.com/mc/compose?to=jfrjr@
roadrunner.com>
>
About to start my first annual and want to change the fuel filter from the
single unit to two under the seats like others have done. Are folks just
using a second ES Airflow filter or something smaller? Would appreciate
part numbers if you have them. Jay Rowe #40301
* *
* *
*href="http://www.aeroelectric.com">www.aeroelectric.com*
*href="http://www.buildersbooks.com">www.buildersbooks.com*
*href="http://www.homebuilthelp.com">www.homebuilthelp.com*
*href="http://www.matronics.com/contribution">http://www.matronics.com/ch
ref="http://www.matronics.com/Navigator?RV10-List">http://www.matronics.c
om/Navigator?RV10-List*
*href="http://forums.matronics.com">http://forums.matronics.com*
* *
* *
*ollow target=_blank>www.aeroelectric.com*
*/" rel=nofollow target=_blank>www.buildersbooks.com*
*ofollow target=_blank>www.homebuilthelp.com*
*llow target=_blank>http://www.matronics.com/contribution*
*=nofollow target=_blank>http://www.matronics.com/Navigator?RV10-List*
*et=_blank>http://forums.matronics.com*
* *
* *
===========*
===========*
===========*
===========*
------------------------------
No virus found in this message.
Checked by AVG - www.avg.com
Message 21
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There is a bypass around the pump if it stops or to relieve excess flow, whi
ch goes back to the fuel selector, but no bypass around the filter.
See the fuel pump manual on Tim's site:
http://www.myrv10.com/tips/maintenance/FuelSystem/index.html
Sent from my iPhone
On Nov 17, 2010, at 6:14 PM, "Pascal" <rv10builder@verizon.net> wrote:
>
> you are correct there is a bypass.
>
> --------------------------------------------------
> From: "Rene Felker" <rene@felker.com>
> Sent: Wednesday, November 17, 2010 3:51 PM
> To: <rv10-list@matronics.com>
> Subject: RE: RV10-List: Fuel Filter
>
>>
>> "When I was building, I was concerned about having only one filter - if i
t
>> gets blocked you're coming down"
>>
>> I am not sure this is true for the stock build. I would have to go back a
nd
>> look, but there is a bypass line and check valve built in. I am not 100
>> percent sure, but maybe 90 percent.
>>
>> Anybody else know for sure.
>>
>> Rene' Felker
>> N423CF
>> 801-721-6080
>>
>
> _-
Message 22
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| Subject: | fuel filter maintenance |
At the second annual, we removed, cleaned, installed and leak tested
the filter. TT was 265 hours. I believe I posted the pictures at that
time. A few tiny black specks were found. The fuel filter was in excess
of 99% completely clean and clear which suggests to me that unless an
aircraft fuel tanks were not cleared of proseal after construction
little will be found in the filter. A more likely problem could occur at
the screens that may clog in each tank. As Kelly said there is a bypass
anyway if the primary filter becomes clogged. Simply put, removing and
cleaning the fuel filter at every annual is , in my judgment, overkill.
Message 23
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| Subject: | Re: Re mounting the engine |
John,
I would not recommend leaving the ear loose to make it easier to mount
the ear to the engine mount. I would think that it shouldn't be loose
enough on the case to allow for this anyway. I usually have the engine
on a hoist and get the bottom two bolts and rubbers in place and finger
tight, then lift on the engine with the hoist until the top ears are in
place. Usually there is enough play because of the rubber mounts to get
one top bolt in easily. Then, I usually am able by hand to push on the
rubber mount that goes between the ear and the engine mount enough to
get the bolt through. Once the bolt is through the engine mount and the
first rubber, the spacer and the second rubber fit without any trouble.
On the crow's foot, my rule of thumb has always been to set it at 90
degrees from the torque wrench and then use the actual torque on the
wrench. I don't let the torque wrench rachet. At 90 degrees you should
have accurate torque through to the nut via the crow's foot. If you
don't set it at 90 degrees, then you need to set it straight with the
torque wrench and there is a calculation to convert torque based on the
distance from the "clicking" part of the wrench to the center of the
wrench and that point to the center of the crow's foot or extension. I
don't now the formula off hand, but you should be able to look it up
online.
I hope this helps.
do not archive
Jesse Saint
Saint Aviation, Inc.
jesse@saintaviation.com
C: 352-427-0285
F: 815-377-3694
On Nov 17, 2010, at 10:55 PM, John Gonzalez wrote:
> I had the engine on once before, but had to remove it to get the plane
out of the basement. I have two questions.
>
> 1) It seems like the ears which come off the engine case have a slight
amount of play in them before one torques down the four nuts which holds
each one of them on. When I mounted my engine the first time I torqued
the bolts which I could easily torque and guestimated the tightness on
the others. When mounting the engine to the engine mount, one of the
engine bolts did not passively fit through the mount and the engine ear.
It required a taperred steel dowl to align it and get the bolt in(not
uncommon).
>
> Is it possible to leave that forth ear tight, but not torqued and get
the forth engine bolt in through the mount and ear and then tighten the
nuts on the ear, remove the engine again and torque all the nuts for the
ears and then remount the engine to the engine mount? Basically, is
there enough play in the fit of the ears to allow this? If possible, it
would help from straining the mount which would be best if it fit
passively with the four mount bolts.
>
> 2) The difficult access nuts on the engine ears (two of the total
four) appear to need torqueing with a crows foot and the torque wrench.
I cannot find a site on the internet which explains the proper formula
for setting the torque correctly when using a torgue wrench and a crows
foot. Due to the offset, does it mean one needs more torque or less?
>
> Thank you,
>
> John G 409
>
>
Message 24
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| Subject: | Re: Re mounting the engine |
Less torque, you are extending the lever arm.
Dave Leikam
RV-10 N89DA
Muskego, WI
----- Original Message -----
From: John Gonzalez
To: RV 10 group
Sent: Wednesday, November 17, 2010 9:55 PM
Subject: RV10-List: Re mounting the engine
I had the engine on once before, but had to remove it to get the plane
out of the basement. I have two questions.
1) It seems like the ears which come off the engine case have a slight
amount of play in them before one torques down the four nuts which holds
each one of them on. When I mounted my engine the first time I torqued
the bolts which I could easily torque and guestimated the tightness on
the others. When mounting the engine to the engine mount, one of the
engine bolts did not passively fit through the mount and the engine ear.
It required a taperred steel dowl to align it and get the bolt in(not
uncommon).
Is it possible to leave that forth ear tight, but not torqued and get
the forth engine bolt in through the mount and ear and then tighten the
nuts on the ear, remove the engine again and torque all the nuts for the
ears and then remount the engine to the engine mount? Basically, is
there enough play in the fit of the ears to allow this? If possible, it
would help from straining the mount which would be best if it fit
passively with the four mount bolts.
2) The difficult access nuts on the engine ears (two of the total
four) appear to need torqueing with a crows foot and the torque wrench.
I cannot find a site on the internet which explains the proper formula
for setting the torque correctly when using a torgue wrench and a crows
foot. Due to the offset, does it mean one needs more torque or less?
Thank you,
John G 409
Message 25
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|
This is correct. If your filter becomes clogged, you will have no fuel
flow to your engine. I have never seen more than just a little bit of
"lint" in the filter when removing for cleaning. Usually any sizeable
particles would be caught by the finger strainer in the tank or be
sumped out. It is a good idea to periodically remove the sump drains
and drain at least a little bit of fuel from the tank, which will help
remove any particles that settle to the bottom of the tank and possibly
other particles that are too big to get through the finger strainer in
the tank. I personally think you would have to try extremely hard to
intentionally cause a problem to be able to get the Airflow Performance
filter clogged to the point of preventing enough fuel from getting to
the engine. I think you would much sooner clog your finger strainer in
the tank, of which you have two. The purpose of putting in two filters,
IMHO, is to allow for easier removal for inspection by placing them
under the front seats.
do not archive
Jesse Saint
Saint Aviation, Inc.
jesse@saintaviation.com
C: 352-427-0285
F: 815-377-3694
On Nov 17, 2010, at 11:17 PM, Kevin Belue wrote:
> There is a bypass around the pump if it stops or to relieve excess
flow, which goes back to the fuel selector, but no bypass around the
filter.
> See the fuel pump manual on Tim's site:
> http://www.myrv10.com/tips/maintenance/FuelSystem/index.html
> Sent from my iPhone
>
> On Nov 17, 2010, at 6:14 PM, "Pascal" <rv10builder@verizon.net> wrote:
>
>>
>> you are correct there is a bypass.
>>
>> --------------------------------------------------
>> From: "Rene Felker" <rene@felker.com>
>> Sent: Wednesday, November 17, 2010 3:51 PM
>> To: <rv10-list@matronics.com>
>> Subject: RE: RV10-List: Fuel Filter
>>
>>>
>>> "When I was building, I was concerned about having only one filter -
if it
>>> gets blocked you're coming down"
>>>
>>> I am not sure this is true for the stock build. I would have to go
back and
>>> look, but there is a bypass line and check valve built in. I am not
100
>>> percent sure, but maybe 90 percent.
>>>
>>> Anybody else know for sure.
>>>
>>> Rene' Felker
>>> N423CF
>>> 801-721-6080
>>>
>>
>> _-
>
>
>
Message 26
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| Subject: | Re: fuel filter maintenance |
I do agree that it is very unlikely that the filter will become clogged,
although I don't necessarily agree that it's overkill to remove and
inspect at every annual. I think the oil filter should be replaced at
least every 50 hours, not as much because the filter won't filter as
well after so many hours (although that is certainly part of it), but to
monitor engine wear based on what is in the filter. A problem in the
tank could possibly be detected if there was excess material in the fuel
filter, even though it may not have much chance of getting completely
clogged.
do not archive
Jesse Saint
Saint Aviation, Inc.
jesse@saintaviation.com
C: 352-427-0285
F: 815-377-3694
On Nov 17, 2010, at 11:44 PM, DLM wrote:
> At the second annual, we removed, cleaned, installed and leak tested
the filter. TT was 265 hours. I believe I posted the pictures at that
time. A few tiny black specks were found. The fuel filter was in excess
of 99% completely clean and clear which suggests to me that unless an
aircraft fuel tanks were not cleared of proseal after construction
little will be found in the filter. A more likely problem could occur at
the screens that may clog in each tank. As Kelly said there is a bypass
anyway if the primary filter becomes clogged. Simply put, removing and
cleaning the fuel filter at every annual is , in my judgment, overkill.
>
>
Message 27
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| Subject: | Re: Re mounting the engine |
As already noted, if the crow's foot is perpendicular to the torque wrench, then
what you see is what you get.
If the crow's foot and torque wrench are lined up straight (away), then the torque
you get is greater than what is set, by the ratio of the total distance from
your hand to the bolt, divided by the distance from your hand to the torque
wrench square drive.
--------
Bob Turner
RV-10 QB
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=319893#319893
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