Today's Message Index:
----------------------
1. 03:25 AM - Re: Engine Monitor Range/Alarm settings (DLM)
2. 03:35 AM - Re: FWF kit recieved on Friday... (DLM)
3. 05:09 AM - Re: Re: Engine heater (Matt Gabrielson)
4. 07:02 AM - Re: Engine Monitor Range/Alarm settings (Kelly McMullen)
5. 07:26 AM - Re: Engine Monitor Range/Alarm settings (DLM)
6. 07:36 AM - Re: FWF kit recieved on Friday... (John Gonzalez)
7. 07:49 AM - Fw: Prop Governor revisited (Kelly McMullen)
8. 08:04 AM - Re: Engine Monitor Range/Alarm settings (Pascal)
9. 09:32 AM - Airfoil Drag Video... (Matt Dralle)
10. 09:55 AM - Re: IO-540 Hose kit -possible group buy - Updated pricing (tsts4)
11. 11:25 AM - Re: RV-List: Airfoil Drag Video... (Ralph Finch)
12. 11:59 AM - Bend HS skin (Tom Biggs)
13. 12:01 PM - Re: Re: IO-540 Hose kit -possible group buy - Updated pricing (Bob Leffler)
14. 12:03 PM - Re: Bend HS skin (tsts4)
15. 12:06 PM - Re: Prop Governor revisited (Bob Leffler)
16. 12:16 PM - Re: Bend HS skin (Phillip Perry)
17. 12:26 PM - Re: Prop Governor revisited (John Cumins)
18. 12:36 PM - Alieron trim and Roll server locations. (John Cumins)
19. 12:39 PM - Re: Prop Governor revisited (Phillip Perry)
20. 12:42 PM - Re: Bend HS skin (Rob Kochman)
21. 12:52 PM - Re: Prop Governor revisited (Pascal)
22. 12:58 PM - Re: Bend HS skin (Ron B.)
23. 01:05 PM - Re: Bend HS skin (Steve Farner)
24. 01:32 PM - TMX-540 and breather tube/oil filter interference (Michael Wellenzohn)
25. 01:45 PM - Re: Alieron trim and Roll server locations. (Bob Condrey)
26. 01:57 PM - Re: Re: IO-540 Hose kit -possible group buy (pilotdds)
27. 02:15 PM - Re: Re: IO-540 Hose kit -possible group buy (Pascal)
28. 02:57 PM - Re: Alieron trim and Roll server locations. (John Cumins)
29. 02:57 PM - Re: Re: RV-List: Airfoil Drag Video... (Thane States)
30. 03:11 PM - Re: Engine Monitor Range/Alarm settings (Jim Berry)
31. 03:16 PM - Re: Alieron trim and Roll server locations. (tsts4)
32. 03:49 PM - Re: Alieron trim and Roll server locations. (Pascal)
33. 04:34 PM - Re: Alieron trim and Roll server locations. (John Cumins)
34. 04:35 PM - extra fuel tanks (DLM)
35. 04:58 PM - Alieron trim and Roll server locations. (Tom Koelzer)
36. 06:11 PM - Re: Bend HS skin (Strasnuts)
37. 06:14 PM - Re: Alieron trim and Roll server locations. (John Cumins)
38. 06:54 PM - Re: Re: Bend HS skin (Tim Olson)
39. 07:01 PM - Re: Re: Bend HS skin (Miller John)
40. 07:15 PM - Re: FWF kit recieved on Friday... (rv10flyer)
41. 07:23 PM - Re: Bend HS skin (rv10flyer)
42. 07:32 PM - Re: Alieron trim and Roll server locations. (rv10flyer)
43. 07:36 PM - Re: Prop Governor revisited (rv10flyer)
44. 09:49 PM - Re: Re: FWF kit recieved on Friday... (John Gonzalez)
Message 1
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| Subject: | Re: Engine Monitor Range/Alarm settings |
My experience with a new certified engine from Vans. Purchased in 4th
quarter 2004 to buy before the $6k increase. ; first run 1st quarter
2008. Using GRT EIS, the initial 25 hour testing found that the CHTs on
takeoff occasionally would exceed 420 but would soon recede to 380-400
after increased speed to 120 KIAS. First 5 hours I would see CHTs in low
400s on take off and with minor leaning the temps would go to low 400s.
Much flying was cross country as my DAR gave me a run of about 90 miles
as longest leg. Around 10 hours oil composition reduced and temps also.
Now at 379 hours, CHTs all below 360 which is top of the green for my
monitor setting. Typical LOP is 55-65%, fuel flow in the 9-12 range ,
CHTs high 200s/low 300s. EGTs highest below 1420 where top of green is
set for EGTs. Oil consumption is a quart for about every 15 hours. I
change oil every 35 hours, filter every other oil change and consume
about one quart between changes. I generally run LOP, low power
settings. This aircraft will climb at 65% at 800-1000 fpm so when asked
"how fast does it go?" My answer is "I don't know I have not been there
yet.." When the fuel flow indicates 24 gph at full throttle takeoff, one
starts to reduce power soon after takeoff. Be advised we reduced and
then removed the air dams on cylinders 1 and 2; but also keep in mind
that I live and fly in Phoenix. If I lived in IL, near my original home,
my experience would be different.
----- Original Message -----
From: Gordon Anderson
To: rv10-list@matronics.com
Sent: Sunday, January 09, 2011 11:22 PM
Subject: RE: RV10-List: Engine Monitor Range/Alarm settings
I just read Sonja Englert's book last night claiming that for a good
engine break-in, the CHT needs to be above 400=B0F. No specifics or
justification is given, but combined with Kelly's numbers below that
would put you in the red for your first few hours of flight which would
not seem such a good idea.
Just a head's up.
Gordon Anderson
#41015 tailcone priming
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Kelly
McMullen
Sent: 09 January 2011 21:58
To: rv10-list@matronics.com
Subject: Re: RV10-List: Engine Monitor Range/Alarm settings
Here are some conservative numbers:
CHT, 380 F yellow, 400 red, 200-380 green
Oil pressure, 25-50 yellow, 55-75 green,75-90 yellow, above that red
Oil temp 160-220 green 220-240 yellow 240 red.
Fuel pressure 20-28 green, below 18 and above 28 red,
Fuel flow, above 27 or so red.
That should get you started. Keep in mind that Lycoming operator's
handbook red lines are NOT conservative...like CHT redline 475-500 in
climb and 425 in cruise...much too hot.
On Sun, Jan 9, 2011 at 11:18 AM, Michael Kraus
<n223rv@wolflakeairport.net> wrote:
<n223rv@wolflakeairport.net>
Does anyone have a list of engine monitor settings, like
green-yellow-red settings for the engine parameters? I have an IO-540
in a RV-10. Just looking fir something to start with. Thanks
-Mike Kraus
Sent from my iPhone
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arget="_blank">http://www.matronics.com/Navigator?RV10-List
==========
http://forums.matronics.com
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le, List Admin.
="_blank">http://www.matronics.com/contribution
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Message 2
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| Subject: | Re: FWF kit recieved on Friday... |
For about $500 you can also install a fire suppression system. Stroud Fire
Safety OKC
----- Original Message -----
From: "rv10flyer" <wayne.gillispie@yahoo.com>
Sent: Sunday, January 09, 2011 8:17 PM
Subject: RV10-List: FWF kit recieved on Friday...
>
> Eight days from my call to Dale at Van's. After receiving it I am very
> happy with the quality. I spent about 5 min on the phone with Dale, 20 min
> running check to post office for certified mail. I left off 3 control
> cables, purchased longer RV-7 throttle cable from Van's. Purchased longer
> prop and mixture cables from ACS, another 5 min. Those two cables are due
> the beginning of Feb.
>
> The only thing I could see you might want to improve on would be the
> integral firesleeved hoses. Just two fuel hoses have slip on fire sleeve
> from Van's. My thinking was that probably less than 1% of the fatal
> crashes are caused from fire(just a guess). I will install an engine
> compartment fire detection system using fusible links for less than $50. I
> also have Van's $50 brass fuel selector. At that price I even bought a
> spare to keep in my tool bag with all four fittings installed just in case
> I get a leak when I am traveling far from home. With fittings installed I
> could change it out in 15 min.
>
> Very nice exhaust system from Larry Vetterman and my favorite was the MT
> prop governor made in Germany. I spent 3 yrs there in the Army.
>
> --------
> Wayne Gillispie, A&P 5/93, PPC 10/08
> Bldr# 40983 SB
> Fuselage 9/21/10- working on Sec 38 Rudder pedals/interior painting.
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=326185#326185
>
>
>
Message 3
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| Subject: | Re: Engine heater |
On our Dakota which had the O-540, we installed the Reiff Turbo XP. I think
that was their highest wattage offering at the time (2004?). It had 100W on
each cylinder and 200W on the oil sump. Pretty rapid warm up and if left on it
held the oil at nearly 90dF according to the engine monitor w/ oil temp probe.
That was hangared but without cowl plugs in. Probably overkill but the engine
went beyond TBO in a flying club setting in the middle-midwest.
Matt Gabrielson
________________________________
From: AirMike <Mikeabel@Pacbell.net>
Sent: Sun, January 9, 2011 11:56:04 PM
Subject: RV10-List: Re: Engine heater
I put the Reiff - Vans pads on my IO540 this fall. Gets the oil to 60 degrees
overnight which is fine for start-up (after a 10 degree night). The Vans pads
are 2x50W. I notice that the one that you are looking at is 150W - Overkill? I
also note that the budget pad has no ground plug. I figure that with a $40K
engine what the heck is $170 for a tried and true certified product. I also
figure that with the Reiff product that there is a some liability trail if the
product is defective.
--------
See you OSH '11
Q/B - flying 1 yr+
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=326203#326203
Message 4
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| Subject: | Re: Engine Monitor Range/Alarm settings |
It is a question of whether you want to set alarms for what you want in
the long run or if you are worried about having a few brief alarms on
first few flights while the engine is breaking in.
Myself, if the engine starts to go above 400, I want to be watching it
like a hawk and taking action to limit the temperature increase, like
nosing over for more airspeed, richening mixture, if not full rich, and
possibly reducing power setting. 425 would be my absolute do not exceed
red line, but that is why I want yellow and red line alarms below that
value, so I can take action to prevent exceeding my real limit.
John Deakin's Pelican's Perch articles on Avweb give some good
background on temps and metallurgy to consider CHT limits lower than
Lycoming's official numbers.
As for a good break-in, temperature is a secondary consequence of what
is needed for good ring seating. That is high pressure against the rings
from high power settings. Temperatures limit how high a power you can
use. Some advocate achieving a higher power setting by going very lean
of peak, say 80 degrees, and using 80-85% power. The extreme leaness
limits the CHT and gives a broader pressure peak during combustion,
where rich of peak the engine runs hotter and each combustion peak is
very sharp and brief.
How you do your break-in is going to be based more on warranty
considerations and instructions from your engine builder than anything
else. If you choose to do other than those instructions, you are on your
own if something bad happens.
On 1/9/2011 11:22 PM, Gordon Anderson wrote:
>
> I just read Sonja Englerts book last night claiming that for a good
> engine break-in, the CHT needs to be above 400F. No specifics or
> justification is given, but combined with Kellys numbers below that
> would put you in the red for your first few hours of flight which
> would not seem such a good idea.
>
> Just a heads up.
>
> Gordon Anderson
>
> #41015 tailcone priming
>
> *From:*owner-rv10-list-server@matronics.com
> [mailto:owner-rv10-list-server@matronics.com] *On Behalf Of *Kelly
> McMullen
> *Sent:* 09 January 2011 21:58
> *To:* rv10-list@matronics.com
> *Subject:* Re: RV10-List: Engine Monitor Range/Alarm settings
>
> Here are some conservative numbers:
> CHT, 380 F yellow, 400 red, 200-380 green
> Oil pressure, 25-50 yellow, 55-75 green,75-90 yellow, above that red
> Oil temp 160-220 green 220-240 yellow 240 red.
> Fuel pressure 20-28 green, below 18 and above 28 red,
> Fuel flow, above 27 or so red.
> That should get you started. Keep in mind that Lycoming operator's
> handbook red lines are NOT conservative...like CHT redline 475-500 in
> climb and 425 in cruise...much too hot.
>
> On Sun, Jan 9, 2011 at 11:18 AM, Michael Kraus
> <n223rv@wolflakeairport.net <mailto:n223rv@wolflakeairport.net>> wrote:
>
> <n223rv@wolflakeairport.net <mailto:n223rv@wolflakeairport.net>>
>
> Does anyone have a list of engine monitor settings, like
> green-yellow-red settings for the engine parameters? I have an IO-540
> in a RV-10. Just looking fir something to start with. Thanks
> -Mike Kraus
>
> Sent from my iPhone
>
> ==========
> arget="_blank">http://www.matronics.com/Navigator?RV10-List
> ==========
> http://forums.matronics.com
> ==========
> le, List Admin.
> ="_blank">http://www.matronics.com/contribution
> ==========
>
>
> * *
> * *
> **
> **
> **
> **
> **
> **
> *http://www.matronics.com/Navigator?RV10-List*
> **
> **
> **
> *http://forums.matronics.com*
> **
> **
> **
> **
> *http://www.matronics.com/contribution*
> **
> * *
> *
>
>
> *
Message 5
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| Subject: | Re: Engine Monitor Range/Alarm settings |
My CHTts are set as 200-360 green, 361-420 yellow 421-red
EGTs are set as 1000-1420 green, 1420- yellow
----- Original Message -----
From: "Kelly McMullen" <kellym@aviating.com>
Sent: Monday, January 10, 2011 7:56 AM
Subject: Re: RV10-List: Engine Monitor Range/Alarm settings
>
> It is a question of whether you want to set alarms for what you want in
> the long run or if you are worried about having a few brief alarms on
> first few flights while the engine is breaking in.
> Myself, if the engine starts to go above 400, I want to be watching it
> like a hawk and taking action to limit the temperature increase, like
> nosing over for more airspeed, richening mixture, if not full rich, and
> possibly reducing power setting. 425 would be my absolute do not exceed
> red line, but that is why I want yellow and red line alarms below that
> value, so I can take action to prevent exceeding my real limit.
> John Deakin's Pelican's Perch articles on Avweb give some good background
> on temps and metallurgy to consider CHT limits lower than Lycoming's
> official numbers.
>
> As for a good break-in, temperature is a secondary consequence of what is
> needed for good ring seating. That is high pressure against the rings from
> high power settings. Temperatures limit how high a power you can use. Some
> advocate achieving a higher power setting by going very lean of peak, say
> 80 degrees, and using 80-85% power. The extreme leaness limits the CHT and
> gives a broader pressure peak during combustion, where rich of peak the
> engine runs hotter and each combustion peak is very sharp and brief.
> How you do your break-in is going to be based more on warranty
> considerations and instructions from your engine builder than anything
> else. If you choose to do other than those instructions, you are on your
> own if something bad happens.
>
>
> On 1/9/2011 11:22 PM, Gordon Anderson wrote:
>>
>> I just read Sonja Englerts book last night claiming that for a good
>> engine break-in, the CHT needs to be above 400F. No specifics or
>> justification is given, but combined with Kellys numbers below that
>> would put you in the red for your first few hours of flight which would
>> not seem such a good idea.
>>
>> Just a heads up.
>>
>> Gordon Anderson
>>
>> #41015 tailcone priming
>>
>> *From:*owner-rv10-list-server@matronics.com
>> [mailto:owner-rv10-list-server@matronics.com] *On Behalf Of *Kelly
>> McMullen
>> *Sent:* 09 January 2011 21:58
>> *To:* rv10-list@matronics.com
>> *Subject:* Re: RV10-List: Engine Monitor Range/Alarm settings
>>
>> Here are some conservative numbers:
>> CHT, 380 F yellow, 400 red, 200-380 green
>> Oil pressure, 25-50 yellow, 55-75 green,75-90 yellow, above that red
>> Oil temp 160-220 green 220-240 yellow 240 red.
>> Fuel pressure 20-28 green, below 18 and above 28 red,
>> Fuel flow, above 27 or so red.
>> That should get you started. Keep in mind that Lycoming operator's
>> handbook red lines are NOT conservative...like CHT redline 475-500 in
>> climb and 425 in cruise...much too hot.
>>
>> On Sun, Jan 9, 2011 at 11:18 AM, Michael Kraus
>> <n223rv@wolflakeairport.net <mailto:n223rv@wolflakeairport.net>> wrote:
>>
>> <n223rv@wolflakeairport.net <mailto:n223rv@wolflakeairport.net>>
>>
>> Does anyone have a list of engine monitor settings, like green-yellow-red
>> settings for the engine parameters? I have an IO-540 in a RV-10. Just
>> looking fir something to start with. Thanks
>> -Mike Kraus
>>
>> Sent from my iPhone
>>
>> ==========
>> arget="_blank">http://www.matronics.com/Navigator?RV10-List
>> ==========
>> http://forums.matronics.com
>> ==========
>> le, List Admin.
>> ="_blank">http://www.matronics.com/contribution
>> ==========
>>
>>
>> * *
>> * *
>> **
>> **
>> **
>> **
>> **
>> **
>> *http://www.matronics.com/Navigator?RV10-List*
>> **
>> **
>> **
>> *http://forums.matronics.com*
>> **
>> **
>> **
>> **
>> *http://www.matronics.com/contribution*
>> **
>> * *
>> *
>>
>>
>> *
>
>
>
Message 6
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| Subject: | FWF kit recieved on Friday... |
I called MT America several days ago about this potential problem. Juergen
told me that there is no need to be concerned about the combination Van's s
old me.
He asked me when I had purchased the engine and the Firewall forward kit. I
then told him I had the serial number for the governor. He asked me what l
etter the number had at the end of it. Mine had an "F". He confirmed=2C no
problem=2C the governor will allow the engine to reach full power.
JOhn G
> Date: Sun=2C 9 Jan 2011 21:28:47 -0700
> From: kellym@aviating.com
> To: rv10-list@matronics.com
> Subject: Re: RV10-List: FWF kit recieved on Friday...
>
>
> Yes=2C you won't get a new narrow deck engine=2C which is why it makes no
> sense that the only governor Van's sells is for a narrow deck engine.
> You can get new or overhauled wide deck engines as well. Just be sure
> you get governor with correct gear ratio for the engine you plan on using
.
>
>
> On 1/9/2011 9:22 PM=2C Pascal wrote:
> >
> > Narrow deck- rebuilt or used engine
> > Wide deck- New engines
> >
> > -----Original Message----- From: Kelly McMullen
> > Sent: Sunday=2C January 09=2C 2011 7:48 PM
> > To: rv10-list@matronics.com
> > Subject: Re: RV10-List: FWF kit recieved on Friday...
> >
> >
> > I don't know if you have noted emails to the list in the past that the
> > MT governor that Van's supplies is for a narrow deck engine. If you are
> > going to use a wide deck engine you should have MT convert it to the
> > correct gear ratio for wide deck engines=2C it is different from the
> > narrow deck units.
> > Kelly
> > fiberglass hell
> >
> > On 1/9/2011 8:17 PM=2C rv10flyer wrote:
>
> >>
> >> Eight days from my call to Dale at Van's. After receiving it I am
> >> very happy with the quality.
> >>
> >> Very nice exhaust system from Larry Vetterman and my favorite was the
> >> MT prop governor made in Germany. I spent 3 yrs there in the Army.
> >>
> >> --------
> >> Wayne Gillispie=2C A&=3BP 5/93=2C PPC 10/08
> >> Bldr# 40983 SB
> >> Fuselage 9/21/10- working on Sec 38 Rudder pedals/interior painting.
> >>
> >>
> >
> >
> >
> >
> >
> >
> >
>
===========
===========
===========
===========
>
>
>
Message 7
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| Subject: | Prop Governor revisited |
>From an old thread. One other message in the thread indicated that Rev F and
up governor governors would work fine. I'm kind of on the fence between
ordering the correct MT from source other than Vans, or ordering a PCU5000.
---------- Forwarded message ----------
From: <lessdragprod@aol.com>
Subject: Re: RV10-List: Prop Governor revisited
I believe the question being asked is "Is only getting 2550 RPM maximum
acceptable when a (I)O-540 narrow deck governor is installed on a (I)O-540
wide deck engine".
I wouldn't think so.
Especially when Van's Aircraft could provide the correct governor. I am
aware of them knowing about this for at least three years.
Just my opinion.
Jim Ayers
RV-3 sn 10050 650 hours - LOM M332A engine - 3 blade electric CS MT
Propeller & Warne fixed pitch propeller
RV-6A sn 21873 150 hours - Lyc. O-360 engine - metal 2 blade CS MT Propeller
& 3 blade CS MT Propeller
RV-4/HR2/modified sn 001 28 hiours - IO-540 narrow deck engine -
counterweighted 4 blade CS MT Propeller & counterweighted 3 blade CS
Propeller in process.
-----Original Message-----
From: Condrey, Bob (US SSA) <bob.condrey@baesystems.com>
Sent: Fri, Aug 13, 2010 9:22 am
Subject: RE: RV10-List: Prop Governor revisited
<bob.condrey@baesystems.com>
As long as you have at least Rev F of the governor supplied by Vans you'll be
fine. Revisions prior to that potentially have an issue with surging. I would
imagine that anything you get delivered now will be latest revision. If others
are reading this and they have an older Rev B or C prop governor, MT
will update
it to latest version without charge if you have issues.
Bob
RV-10 N442PM
-----Original Message-----
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com
<owner-rv10-list-server@matronics.com?>]
On Behalf Of Kelly McMullen
Sent: Friday, August 13, 2010 11:02 AM
Subject: RV10-List: Prop Governor revisited
>
In reviewing the archives, I note that several times it was pointed
out that Vans supplies a governor setup for the narrow deck Lycoming
engine configuration, when most folks are using are wide deck
engines that should get different dash number set for that engine. Is
it worth deleting the Vans unit from the FWF kit and obtaining the
correct one elsewhere, or are folks satisfied with repositioning the
arm and resetting the max rpm on what Vans provides?
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Message 8
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| Subject: | Re: Engine Monitor Range/Alarm settings |
I mentioned looking at the Lycoming specs for the engine, I found the
"Lycoming key operations" in there it states:
For maximum service life, maintain the following recommended limits for
continuous operation.
Minimum in-flight CHT should be 150 F (65 C), and maximum in most
direct-drive normally aspirated Lycoming engines is 500 F (260 C). Some of
our higher-powered more complex
engines have a maximum limit of 475 F (245 C). Although these are minimum
and maximum limits, the pilot should operate his or her engine at more
reasonable temperatures in order to achieve the expected overhaul life of
the power plant. In our many years of building engines, the engines have
benefited during continuous operation by keeping CHT below 400 F in order
to achieve best life and wear of the power plant. In general, it would be
normal during all-year operations, in climb and cruise to see head
temperatures in the range of 350 F to 435 F.
I tend to believe this is a Lycoming "general", when the time comes I'll
call my engine builder and get their thoughts on the temps as well.
-----Original Message-----
From: Kelly McMullen
Sent: Monday, January 10, 2011 6:56 AM
Subject: Re: RV10-List: Engine Monitor Range/Alarm settings
It is a question of whether you want to set alarms for what you want in
the long run or if you are worried about having a few brief alarms on
first few flights while the engine is breaking in.
Myself, if the engine starts to go above 400, I want to be watching it
like a hawk and taking action to limit the temperature increase, like
nosing over for more airspeed, richening mixture, if not full rich, and
possibly reducing power setting. 425 would be my absolute do not exceed
red line, but that is why I want yellow and red line alarms below that
value, so I can take action to prevent exceeding my real limit.
John Deakin's Pelican's Perch articles on Avweb give some good
background on temps and metallurgy to consider CHT limits lower than
Lycoming's official numbers.
As for a good break-in, temperature is a secondary consequence of what
is needed for good ring seating. That is high pressure against the rings
from high power settings. Temperatures limit how high a power you can
use. Some advocate achieving a higher power setting by going very lean
of peak, say 80 degrees, and using 80-85% power. The extreme leaness
limits the CHT and gives a broader pressure peak during combustion,
where rich of peak the engine runs hotter and each combustion peak is
very sharp and brief.
How you do your break-in is going to be based more on warranty
considerations and instructions from your engine builder than anything
else. If you choose to do other than those instructions, you are on your
own if something bad happens.
On 1/9/2011 11:22 PM, Gordon Anderson wrote:
>
> I just read Sonja Englerts book last night claiming that for a good
> engine break-in, the CHT needs to be above 400F. No specifics or
> justification is given, but combined with Kellys numbers below that would
> put you in the red for your first few hours of flight which would not seem
> such a good idea.
>
> Just a heads up.
>
> Gordon Anderson
>
> #41015 tailcone priming
>
> *From:*owner-rv10-list-server@matronics.com
> [mailto:owner-rv10-list-server@matronics.com] *On Behalf Of *Kelly
> McMullen
> *Sent:* 09 January 2011 21:58
> *To:* rv10-list@matronics.com
> *Subject:* Re: RV10-List: Engine Monitor Range/Alarm settings
>
> Here are some conservative numbers:
> CHT, 380 F yellow, 400 red, 200-380 green
> Oil pressure, 25-50 yellow, 55-75 green,75-90 yellow, above that red
> Oil temp 160-220 green 220-240 yellow 240 red.
> Fuel pressure 20-28 green, below 18 and above 28 red,
> Fuel flow, above 27 or so red.
> That should get you started. Keep in mind that Lycoming operator's
> handbook red lines are NOT conservative...like CHT redline 475-500 in
> climb and 425 in cruise...much too hot.
>
> On Sun, Jan 9, 2011 at 11:18 AM, Michael Kraus <n223rv@wolflakeairport.net
> <mailto:n223rv@wolflakeairport.net>> wrote:
>
> <mailto:n223rv@wolflakeairport.net>>
>
> Does anyone have a list of engine monitor settings, like green-yellow-red
> settings for the engine parameters? I have an IO-540 in a RV-10. Just
> looking fir something to start with. Thanks
> -Mike Kraus
>
> Sent from my iPhone
>
> ==========
> arget="_blank">http://www.matronics.com/Navigator?RV10-List
> ==========
> http://forums.matronics.com
> ==========
> le, List Admin.
> ="_blank">http://www.matronics.com/contribution
> ==========
>
>
> * *
> * *
> **
> **
> **
> **
> **
> **
> *http://www.matronics.com/Navigator?RV10-List*
> **
> **
> **
> *http://forums.matronics.com*
> **
> **
> **
> **
> *http://www.matronics.com/contribution*
> **
> * *
> *
>
>
> *
Message 9
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|
| Subject: | Airfoil Drag Video... |
This is a REALLY interesting video about drag. I had no idea...
http://www.youtube.com/watch?v=ftq8jTQ8ANE
Matt
-
Matt Dralle
RV-8 #82880 N998RV
http://www.mattsrv8.com - Matt's RV-8 Construction Log
http://www.youtube.com/MattsRV8 - Matt's RV-8 HDTV YouTube Channel
Status: 132+ Hours TTSN - The Fun Never Stops...
Message 10
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| Subject: | Re: IO-540 Hose kit -possible group buy - Updated pricing |
Bob,
Did you ask for a quote from Bonaco? Just curious as to how their prices compare.
Also, are the prices for the TSFlightline stuff for integral firesleeve (the 124J
brown hoses) or the pullover orange type like Van's sells? I ask because I
want to be able to compare apples to apples as far as pricing goes.
Thanks!
--------
Todd Stovall
728TT (reserved)
RV-10 Empacone, Wings, Fuse
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=326278#326278
Message 11
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| Subject: | RE: RV-List: Airfoil Drag Video... |
Not repeatable therefore not real useful for comparison. The guy should
rotate the airfoils to minimum drag each time, otherwise, he doesn't know if
they are in comparable positions. It's also a shame he didn't replace the
airfoil with an equal-flow-area rectangular shape. As a result he produces
confusing and misleading results, inferring that a round shape has more drag
than a rectangular shape!
-----Original Message-----
From: owner-rv-list-server@matronics.com
[mailto:owner-rv-list-server@matronics.com] On Behalf Of Matt Dralle
Sent: Monday, January 10, 2011 9:29 AM
rv10-list@matronics.com
Subject: RV-List: Airfoil Drag Video...
--> RV-List message posted by: Matt Dralle <dralle@matronics.com>
This is a REALLY interesting video about drag. I had no idea...
http://www.youtube.com/watch?v=ftq8jTQ8ANE
Matt
-
Matt Dralle
RV-8 #82880 N998RV
http://www.mattsrv8.com - Matt's RV-8 Construction Log
http://www.youtube.com/MattsRV8 - Matt's RV-8 HDTV YouTube Channel
Status: 132+ Hours TTSN - The Fun Never Stops...
Message 12
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|
Well my empennage arrived on Friday. When I did the inventory on Friday night,
I found where they had put a fork lift fork through the top of the box and bent
the HS skins. I am not sure if it is repairable or not. Dealing with ABS freight
is probably going to be maddening.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=326312#326312
Attachments:
http://forums.matronics.com//files/damage_400.jpg
Message 13
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| Subject: | Re: IO-540 Hose kit -possible group buy - Updated pricing |
No I haven't talked to bonaco yet.
The tsflightline hoses are not the integral firesleeve, but do have stainless ends
as oppose to aluminum
Sent from my iPhone
On Jan 10, 2011, at 12:52 PM, "tsts4" <tsts4@verizon.net> wrote:
>
> Bob,
> Did you ask for a quote from Bonaco? Just curious as to how their prices compare.
>
> Also, are the prices for the TSFlightline stuff for integral firesleeve (the
124J brown hoses) or the pullover orange type like Van's sells? I ask because
I want to be able to compare apples to apples as far as pricing goes.
>
> Thanks!
>
> --------
> Todd Stovall
> 728TT (reserved)
> RV-10 Empacone, Wings, Fuse
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=326278#326278
>
>
>
>
>
>
>
>
>
>
Message 14
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|
| Subject: | Re: Bend HS skin |
Tom,
I had the same thing happen with my wing skins, but on a corner. Anyway the good
news is I filed for reimbursement for 3 new skins via the ABF online claims
submission page on their website. Had a check for my claimed amount within a
week.
--------
Todd Stovall
728TT (reserved)
RV-10 Empacone, Wings, Fuse
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=326315#326315
Message 15
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|
| Subject: | Re: Prop Governor revisited |
I'm sitting on that fence at the moment too. While I believe the pcu5000 to
be the better unit, I'm not sure the cost difference justifies the expense.
Sent from my iPhone
On Jan 10, 2011, at 10:46 AM, Kelly McMullen <apilot2@gmail.com> wrote:
> >=46rom an old thread. One other message in the thread indicated that Rev
F and up governor governors would work fine. I'm kind of on the fence betwe
en ordering the correct MT from source other than Vans, or ordering a PCU500
0.
>
> ---------- Forwarded message ----------
> From: <lessdragprod@aol.com>
> Date: Sat, Aug 14, 2010 at 3:45 AM
> Subject: Re: RV10-List: Prop Governor revisited
> To: rv10-list@matronics.com
>
>
> I believe the question being asked is "Is only getting 2550 RPM maximum ac
ceptable when a (I)O-540 narrow deck governor is installed on a (I)O-540 wid
e deck engine".
>
> I wouldn't think so.
>
> Especially when Van's Aircraft could provide the correct governor. I am a
ware of them knowing about this for at least three years.
>
> Just my opinion.
>
> Jim Ayers
> RV-3 sn 10050 650 hours - LOM M332A engine - 3 blade electric CS MT Propel
ler & Warne fixed pitch propeller
> RV-6A sn 21873 150 hours - Lyc. O-360 engine - metal 2 blade CS MT Propell
er & 3 blade CS MT Propeller
> RV-4/HR2/modified sn 001 28 hiours - IO-540 narrow deck engine - counterwe
ighted 4 blade CS MT Propeller & counterweighted 3 blade CS Propeller in pro
cess.
>
> -----Original Message-----
> From: Condrey, Bob (US SSA) <bob.condrey@baesystems.com>
> To: rv10-list@matronics.com <rv10-list@matronics.com>
> Sent: Fri, Aug 13, 2010 9:22 am
> Subject: RE: RV10-List: Prop Governor revisited
>
>
ystems.com>
>
> As long as you have at least Rev F of the governor supplied by Vans you'll
be
> fine. Revisions prior to that potentially have an issue with surging. I w
ould
> imagine that anything you get delivered now will be latest revision. If o
thers
> are reading this and they have an older Rev B or C prop governor, MT will u
pdate
> it to latest version without charge if you have issues.
>
> Bob
> RV-10 N442PM
>
> -----Original Message-----
> From: owner-rv10-list-server@matronics.com [mailto:owner-rv10-list-server@
matronics.com]
> On Behalf Of Kelly McMullen
> Sent: Friday, August 13, 2010 11:02 AM
> To: rv10-list@matronics.com
> Subject: RV10-List: Prop Governor revisited
>
> >
>
> In reviewing the archives, I note that several times it was pointed
> out that Vans supplies a governor setup for the narrow deck Lycoming
> engine configuration, when most folks are using are wide deck
> engines that should get different dash number set for that engine. Is
> it worth deleting the Vans unit from the FWF kit and obtaining the
> correct one elsewhere, or are folks satisfied with repositioning the
> arm and resetting the max rpm on what Vans provides?
>
>
>
>
>
>
> rget=_blank>http://www.matronics.com/Navigator?RV10-List
> tp://forums.matronics.com
> _blank>http://www.matronics.com/contribution
>
>
>
>
> get="_blank">http://www.matronics.com/Navigator?RV10-List
> tp://forums.matronics.com
> _blank">http://www.matronics.com/contribution
>
>
>
>
==========================
=========
==========================
=========
==========================
=========
==========================
=========
>
Message 16
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| Subject: | Re: Bend HS skin |
Hey Tom,
It hard for me to tell what part of the HS that is and how much damage (in
terms of size) we're dealing with.
Do you have a photo that shows where it is located something to show us the
scale? Like a ruler or a quarter?
Phil
On Mon, Jan 10, 2011 at 1:56 PM, Tom Biggs <rv10@tmbiggs.com> wrote:
>
> Well my empennage arrived on Friday. When I did the inventory on Friday
> night, I found where they had put a fork lift fork through the top of the
> box and bent the HS skins. I am not sure if it is repairable or not. Dealing
> with ABS freight is probably going to be maddening.
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=326312#326312
>
>
> Attachments:
>
> http://forums.matronics.com//files/damage_400.jpg
>
>
Message 17
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|
| Subject: | Prop Governor revisited |
I have talked to American Propeller about this and they claim the PCU is
much better governor. The cost savings will be a repair or overhaul
time. They claim the MT will be shot and almost not rebuild able, vs
the PCu will be a very easy overhaul.
I am thing of using a PCU and Whirlwind 3 Blade prop combo. I talked
to the Engineer who designed the 3 blade Whirlwind prop and very much
like the design and thing it will outperform the MT. I am not a fan of
wod/glassed props that MT makes.
Just my 2 cents worth.
John
40864 Emp complete Primered ribs the weekend. The fun continues.
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Bob Leffler
Sent: Monday, January 10, 2011 12:04 PM
Subject: Re: RV10-List: Prop Governor revisited
I'm sitting on that fence at the moment too. While I believe the
pcu5000 to be the better unit, I'm not sure the cost difference
justifies the expense.
Sent from my iPhone
On Jan 10, 2011, at 10:46 AM, Kelly McMullen <apilot2@gmail.com> wrote:
>From an old thread. One other message in the thread indicated that Rev
F and up governor governors would work fine. I'm kind of on the fence
between ordering the correct MT from source other than Vans, or ordering
a PCU5000.
---------- Forwarded message ----------
From: <lessdragprod@aol.com>
Subject: Re: RV10-List: Prop Governor revisited
I believe the question being asked is "Is only getting 2550 RPM maximum
acceptable when a (I)O-540 narrow deck governor is installed on a
(I)O-540 wide deck engine".
I wouldn't think so.
Especially when Van's Aircraft could provide the correct governor. I am
aware of them knowing about this for at least three years.
Just my opinion.
Jim Ayers
RV-3 sn 10050 650 hours - LOM M332A engine - 3 blade electric CS MT
Propeller & Warne fixed pitch propeller
RV-6A sn 21873 150 hours - Lyc. O-360 engine - metal 2 blade CS MT
Propeller & 3 blade CS MT Propeller
RV-4/HR2/modified sn 001 28 hiours - IO-540 narrow deck engine -
counterweighted 4 blade CS MT Propeller & counterweighted 3 blade CS
Propeller in process.
-----Original Message-----
From: Condrey, Bob (US SSA) <bob.condrey@baesystems.com>
Sent: Fri, Aug 13, 2010 9:22 am
Subject: RE: RV10-List: Prop Governor revisited
<bob.condrey@baesystems.com>
As long as you have at least Rev F of the governor supplied by Vans
you'll be
fine. Revisions prior to that potentially have an issue with surging.
I would
imagine that anything you get delivered now will be latest revision. If
others
are reading this and they have an older Rev B or C prop governor, MT
will update
it to latest version without charge if you have issues.
Bob
RV-10 N442PM
-----Original Message-----
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com]
On Behalf Of Kelly McMullen
Sent: Friday, August 13, 2010 11:02 AM
Subject: RV10-List: Prop Governor revisited
>
In reviewing the archives, I note that several times it was pointed
out that Vans supplies a governor setup for the narrow deck Lycoming
engine configuration, when most folks are using are wide deck
engines that should get different dash number set for that engine. Is
it worth deleting the Vans unit from the FWF kit and obtaining the
correct one elsewhere, or are folks satisfied with repositioning the
arm and resetting the max rpm on what Vans provides?
rget=_blank>http://www.matronics.com/Navigator?RV10-List
tp://forums.matronics.com
_blank>http://www.matronics.com/contribution
get="_blank">http://www.matronics.com/Navigator?RV10-List
tp://forums.matronics.com
_blank">http://www.matronics.com/contribution
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
3D
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
3D
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
3D
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
3D
Message 18
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|
| Subject: | Alieron trim and Roll server locations. |
Ok here goes a few dumb questions,
1. With aileron trim kit installed in left wing, then does the AP
server mount to the Rt wing. Trying to plan out how big a conduit to
install on rt wing. IE number of wire harnesses.
2. For the real dumb question. When riveting the ribs to the wing
spar I see builders place the shop head on the ribs side and some on the
Spar side. Being an OLD A&P I do not recall in AP school there ever was a
requirement how rivets were bucked direction wise for 470 type of rivets,
my thought has always been the thin material side gets the manufacture head
thus the shop head is on the spar side.
Thanks in advance for everyone input. Now no primer wars on this hehehe I
already stirred that war once.
John
40864 Emp Complete Wings 1 rib primered, ready to start setting revits.
Message 19
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|
| Subject: | Re: Prop Governor revisited |
How long is the service life of a prop gov and what type of maintenance is
involved?
Phil
Message 20
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| Subject: | Re: Bend HS skin |
You'll probably get a lot of opinions on this. Mine is that you shouldn't
hesitate and demand a perfect skin. Putting unnecessary holes, dents, and
scratches in skins is our job, not the freight company's.
-Rob
On Mon, Jan 10, 2011 at 11:56 AM, Tom Biggs <rv10@tmbiggs.com> wrote:
>
> Well my empennage arrived on Friday. When I did the inventory on Friday
> night, I found where they had put a fork lift fork through the top of the
> box and bent the HS skins. I am not sure if it is repairable or not. Dealing
> with ABS freight is probably going to be maddening.
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=326312#326312
>
>
> Attachments:
>
> http://forums.matronics.com//files/damage_400.jpg
>
>
--
Rob Kochman
RV-10 "Finishing" Kit
Woodinville, WA (near Seattle)
http://kochman.net/N819K
Message 21
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|
| Subject: | Re: Prop Governor revisited |
I received the same feedback on the governor from my engine builder.
The prop was still in development and =9Cin testing=9D when
I made the choice, if I recall the only prop more expensive at the time
was the aerocomposite, and the Carbon Lycoming. In the end it was the
standard 2 blade for me. half the price to boot!
From: John Cumins
Sent: Monday, January 10, 2011 12:16 PM
Subject: RE: RV10-List: Prop Governor revisited
I have talked to American Propeller about this and they claim the PCU is
much better governor. The cost savings will be a repair or overhaul
time. They claim the MT will be shot and almost not rebuild able, vs
the PCu will be a very easy overhaul.
I am thing of using a PCU and Whirlwind 3 Blade prop combo. I talked
to the Engineer who designed the 3 blade Whirlwind prop and very much
like the design and thing it will outperform the MT. I am not a fan of
wod/glassed props that MT makes.
Just my 2 cents worth.
John
40864 Emp complete Primered ribs the weekend. The fun continues.
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Bob Leffler
Sent: Monday, January 10, 2011 12:04 PM
Subject: Re: RV10-List: Prop Governor revisited
I'm sitting on that fence at the moment too. While I believe the
pcu5000 to be the better unit, I'm not sure the cost difference
justifies the expense.
Sent from my iPhone
On Jan 10, 2011, at 10:46 AM, Kelly McMullen <apilot2@gmail.com> wrote:
>From an old thread. One other message in the thread indicated that
Rev F and up governor governors would work fine. I'm kind of on the
fence between ordering the correct MT from source other than Vans, or
ordering a PCU5000.
---------- Forwarded message ----------
From: <lessdragprod@aol.com>
Date: Sat, Aug 14, 2010 at 3:45 AM
Subject: Re: RV10-List: Prop Governor revisited
To: rv10-list@matronics.com
I believe the question being asked is "Is only getting 2550 RPM
maximum acceptable when a (I)O-540 narrow deck governor is installed on
a (I)O-540 wide deck engine".
I wouldn't think so.
Especially when Van's Aircraft could provide the correct governor. I
am aware of them knowing about this for at least three years.
Just my opinion.
Jim Ayers
RV-3 sn 10050 650 hours - LOM M332A engine - 3 blade electric CS MT
Propeller & Warne fixed pitch propeller
RV-6A sn 21873 150 hours - Lyc. O-360 engine - metal 2 blade CS MT
Propeller & 3 blade CS MT Propeller
RV-4/HR2/modified sn 001 28 hiours - IO-540 narrow deck engine -
counterweighted 4 blade CS MT Propeller & counterweighted 3 blade CS
Propeller in process.
-----Original Message-----
From: Condrey, Bob (US SSA) <bob.condrey@baesystems.com>
To: rv10-list@matronics.com <rv10-list@matronics.com>
Sent: Fri, Aug 13, 2010 9:22 am
Subject: RE: RV10-List: Prop Governor revisited
<bob.condrey@baesystems.com> As long as you have at least Rev F of the
governor supplied by Vans you'll be fine. Revisions prior to that
potentially have an issue with surging. I would imagine that anything
you get delivered now will be latest revision. If others are reading
this and they have an older Rev B or C prop governor, MT will update it
to latest version without charge if you have issues. BobRV-10 N442PM
-----Original Message-----From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Kelly
McMullenSent: Friday, August 13, 2010 11:02 AMTo:
rv10-list@matronics.comSubject: RV10-List: Prop Governor revisited -->
RV10-List message posted by: Kelly McMullen <apilot2@gmail.com> In
reviewing the archives, I note that several times it was pointedout that
Vans supplies a governor setup for the narrow deck Lycomingengine
configuration, when most folks are using are wide deckengines that
should get different dash number set for that engine. Isit worth
deleting the Vans unit from the FWF kit and obtaining thecorrect one
elsewhere, or are folks satisfied with repositioning thearm and
resetting the max rpm on what Vans provides?
rget=_blank>http://www.matronics.com/Navigator?RV10-Listtp://forums.mat
ronics.com_blank>http://www.matronics.com/contribution
get="_blank">http://www.matronics.com/Navigator?RV10-Listtp://forums.ma
tronics.com_blank">http://www.matronics.com/contribution
< span>http://www.matronics.com/Navigator?RV10-List< span><
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Message 22
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| Subject: | Re: Bend HS skin |
Had the same problem with our HS skins, caused by a fork also. Good news ABF took
responsibility. I'm glad I replaced them and as said on here before , it's
the only way to get freight companies to treat our goods with care.
Ron
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=326343#326343
Message 23
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I am a new builder and had the same thing a couple of months ago. Both HS skins,
the VS skin and aileron's were all bent from what looked like a forklift piercing
the corner of the crate. I noted on the bill of lading that the crate
was damaged, re-ordered the parts from Van's after inventorying, and had no trouble
with ABF. ABF has a simple form to fill out, and my check arrived within
a few weeks.
I was never asked for photos, but I would recommend photographing both the crate
and the damaged parts. I also called the local ABF depot, they directed me
to the right people. Van's also said they would assist if I had any trouble.
I don't know how common this is, but it evidently does happen.
The good news is that you don't need the HS skins right away.
Steve Farner
________________________________________
From: owner-rv10-list-server@matronics.com [owner-rv10-list-server@matronics.com]
On Behalf Of Tom Biggs [rv10@tmbiggs.com]
Sent: Monday, January 10, 2011 1:56 PM
Subject: RV10-List: Bend HS skin
Well my empennage arrived on Friday. When I did the inventory on Friday night,
I found where they had put a fork lift fork through the top of the box and bent
the HS skins. I am not sure if it is repairable or not. Dealing with ABS freight
is probably going to be maddening.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=326312#326312
Attachments:
http://forums.matronics.com//files/damage_400.jpg
Message 24
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| Subject: | TMX-540 and breather tube/oil filter interference |
Hi there,
I installed vans breather tube and breather hose as per the plans, on the TMX-540
I have a 45 oil filter and that means that the breather tube touches the oil
filter. How did other cope with this.
Options could be installing a longer breather hose or bending the breather tube
to make more room for the oil filter.
Regards
Michael
--------
RV-10 builder (interior,avionics, wiring)
#511
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=326348#326348
Message 25
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| Subject: | Re: Alieron trim and Roll server locations. |
The aileron trim and autopilot roll servo locations are totally independent
of each other. Trutrak's default is to send you a right wing bracket but
they'll send left if you ask. It mounts at the bellcrank in the outboard
inspection panel location. Harness for the TT roll servo is 7 wires (2 of
#20 and 5 of #22). Stein has servo wire already set up for them. The
aileron trim (Van's) is a servo like that used for elevator trim and mounts
to the inboard inspection panel and is connected to the push/pull tube with
springs. Wiring is just like the elevator trim servo - 5 wires (2 for the
motor and 3 for the position sensor).
Bob
On Mon, Jan 10, 2011 at 2:24 PM, John Cumins <jcumins@jcis.net> wrote:
>
> Ok here goes a few dumb questions,
>
> 1. With aileron trim kit installed in left wing, then does the AP
> server mount to the Rt wing. Trying to plan out how big a conduit to
> install on rt wing. IE number of wire harnesses.
>
> 2. For the real dumb question. When riveting the ribs to the wing
> spar I see builders place the shop head on the ribs side and some on the
> Spar side. Being an OLD A&P I do not recall in AP school there ever was a
> requirement how rivets were bucked direction wise for 470 type of rivets,
> my thought has always been the thin material side gets the manufacture head
> thus the shop head is on the spar side.
>
> Thanks in advance for everyone input. Now no primer wars on this hehehe I
> already stirred that war once.
>
> John
>
> 40864 Emp Complete Wings 1 rib primered, ready to start setting revits.
>
>
Message 26
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| Subject: | Re: IO-540 Hose kit -possible group buy |
Anybody want to put a group buy together using bonacco-I am in.I have foun
d there service and quality incredible.Perhaps include there brake lines as
an option-.I will be calling the this week.728DD flying finishing 119KTOr
iginal Message-----
From: tsts4 <tsts4@verizon.net>
Sent: Mon, Jan 10, 2011 9:55 am
Subject: RV10-List: Re: IO-540 Hose kit -possible group buy - Updated pric
ing
Bob,
id you ask for a quote from Bonaco? Just curious as to how their prices
ompare.
Also, are the prices for the TSFlightline stuff for integral firesleeve (th
e
24J brown hoses) or the pullover orange type like Van's sells? I ask becau
se I
ant to be able to compare apples to apples as far as pricing goes.
Thanks!
--------
odd Stovall
28TT (reserved)
V-10 Empacone, Wings, Fuse
ead this topic online here:
http://forums.matronics.com/viewtopic.php?p=326278#326278
-= - The RV10-List Email Forum -
-= Use the Matronics List Features Navigator to browse
-= the many List utilities such as List Un/Subscription,
-= Archive Search & Download, 7-Day Browse, Chat, FAQ,
-= Photoshare, and much much more:
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Message 27
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| Subject: | Re: IO-540 Hose kit -possible group buy |
without a doubt you=99ll want the brake lines, one
builder=99s =9310 caught on fire while taxing because the
aluminum on his gear cracked and leaked.
Another item that is not part of the Vans hoses is ( I think) the fuel
servo to spider hose. I got mine from PHT with the firesleeve.
Pascal
From: pilotdds
Sent: Monday, January 10, 2011 1:53 PM.
Anybody want to put a group buy together using bonacco-I am in.I have
found there service and quality incredible.Perhaps include there brake
lines as an option-.I will be calling the this week.728DD flying
finishing 119KTOriginal Message-----
From: tsts4 <tsts4@verizon.net>
Sent: Mon, Jan 10, 2011 9:55 am
Subject: RV10-List: Re: IO-540 Hose kit -possible group buy - Updated
pricing
Bob,
Did you ask for a quote from Bonaco? Just curious as to how their
prices
compare.
Also, are the prices for the TSFlightline stuff for integral firesleeve
(the
124J brown hoses) or the pullover orange type like Van's sells? I ask
because I
want to be able to compare apples to apples as far as pricing goes.
Thanks!
--------
Todd Stovall
728TT (reserved)
RV-10 Empacone, Wings, Fuse
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=326278#326278
get=_blank>http://www.matronics.com/Navigator?RV10-List
p://forums.matronics.com
blank>http://www.matronics.com/contribution
Message 28
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| Subject: | Alieron trim and Roll server locations. |
Bob
Thanks for the reply
That=92s what I have heard. I just wanted to make sure before I drill
holes
for the wire conduit and try and size it accordingly. Probably =BE to
1=94 will
be about right.
What are most people using for the main wire conduits down the wings.
John
40864 Emp Complete Wings
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Bob Condrey
Sent: Monday, January 10, 2011 1:37 PM
Subject: Re: RV10-List: Alieron trim and Roll server locations.
The aileron trim and autopilot roll servo locations are totally
independent
of each other. Trutrak's default is to send you a right wing bracket
but
they'll send left if you ask. It mounts at the bellcrank in the
outboard
inspection panel location. Harness for the TT roll servo is 7 wires (2
of
#20 and 5 of #22). Stein has servo wire already set up for them. The
aileron trim (Van's) is a servo like that used for elevator trim and
mounts
to the inboard inspection panel and is connected to the push/pull tube
with
springs. Wiring is just like the elevator trim servo - 5 wires (2 for
the
motor and 3 for the position sensor).
Bob
On Mon, Jan 10, 2011 at 2:24 PM, John Cumins <jcumins@jcis.net> wrote:
Ok here goes a few dumb questions,
1. With aileron trim kit installed in left wing, then does the AP
server mount to the Rt wing. Trying to plan out how big a conduit to
install on rt wing. IE number of wire harnesses.
2. For the real dumb question. When riveting the ribs to the wing
spar I see builders place the shop head on the ribs side and some on the
Spar side. Being an OLD A&P I do not recall in AP school there ever was
a
requirement how rivets were bucked direction wise for 470 type of
rivets,
my thought has always been the thin material side gets the manufacture
head
thus the shop head is on the spar side.
Thanks in advance for everyone input. Now no primer wars on this hehehe
I
already stirred that war once.
John
40864 Emp Complete Email Forum -
:
0-List" target="_blank">http://www.matronics.com/Navigator?RV10-List
= --> h <http://forums.matronics.com/>
a href="http://www.matronics.com/contribution"
target="_blank">http://www.matronics.com/contribution
Message 29
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| Subject: | Re: RE: RV-List: Airfoil Drag Video... |
I think he did do a very repeatable test. He didn't just throw those objects
on there. Look further into aerodynamics and you will find even more test
that seem to defy logic.
Just my 2 cents.
----- Original Message -----
From: "Ralph Finch" <ralphmariafinch@gmail.com>
<rv8-list@matronics.com>; <rv10-list@matronics.com>
Sent: Monday, January 10, 2011 2:11 PM
Subject: RV10-List: RE: RV-List: Airfoil Drag Video...
>
> Not repeatable therefore not real useful for comparison. The guy should
> rotate the airfoils to minimum drag each time, otherwise, he doesn't know
> if
> they are in comparable positions. It's also a shame he didn't replace the
> airfoil with an equal-flow-area rectangular shape. As a result he produces
> confusing and misleading results, inferring that a round shape has more
> drag
> than a rectangular shape!
>
> -----Original Message-----
> From: owner-rv-list-server@matronics.com
> [mailto:owner-rv-list-server@matronics.com] On Behalf Of Matt Dralle
> Sent: Monday, January 10, 2011 9:29 AM
> To: rv-list@matronics.com; rv7-list@matronics.com; rv8-list@matronics.com;
> rv10-list@matronics.com
> Subject: RV-List: Airfoil Drag Video...
>
> --> RV-List message posted by: Matt Dralle <dralle@matronics.com>
>
> This is a REALLY interesting video about drag. I had no idea...
>
>
> http://www.youtube.com/watch?v=ftq8jTQ8ANE
>
> Matt
>
> -
> Matt Dralle
> RV-8 #82880 N998RV
> http://www.mattsrv8.com - Matt's RV-8 Construction Log
> http://www.youtube.com/MattsRV8 - Matt's RV-8 HDTV YouTube Channel
> Status: 132+ Hours TTSN - The Fun Never Stops...
>
>
>
Message 30
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| Subject: | Re: Engine Monitor Range/Alarm settings |
FWIW Mike Busch's webinar on cylinders states that cht's above 400* reduces the
tensile strength of that head by 50%. I am not clear if he means reduced strength
while the temp is elevated, or permanently. If the latter, that is scary.
Jim Berry
N15JB
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=326371#326371
Message 31
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| Subject: | Re: Alieron trim and Roll server locations. |
I went with Van's corrugated conduit which uses a 3/4" hole.
As for rivets, unless a direction is specified in the plans, I try and put the
manufactured head on the thinner material, but will sometimes swap ends if doing
so makes it easier to rivet.
--------
Todd Stovall
728TT (reserved)
RV-10 Empacone, Wings, Fuse
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=326372#326372
Message 32
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| Subject: | Re: Alieron trim and Roll server locations. |
if you mean the actual conduit, I used 5/8th 2X (HD/Lowes in the
plumbing dept, irrigation tube) plenty of space for the nav,,landing
lights, pitot, AP, trim, etc...
I have one just for the strobes, probably not needed but makes me feel
better having it separate from all the other wires.
From: John Cumins
Sent: Monday, January 10, 2011 2:48 PM
Subject: RE: RV10-List: Alieron trim and Roll server locations.
Bob
Thanks for the reply
That=99s what I have heard. I just wanted to make sure before I
drill holes for the wire conduit and try and size it accordingly.
Probably =C2=BE to 1=9D will be about right.
What are most people using for the main wire conduits down the wings.
John
40864 Emp Complete Wings
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Bob Condrey
Sent: Monday, January 10, 2011 1:37 PM
Subject: Re: RV10-List: Alieron trim and Roll server locations.
The aileron trim and autopilot roll servo locations are totally
independent of each other. Trutrak's default is to send you a right
wing bracket but they'll send left if you ask. It mounts at the
bellcrank in the outboard inspection panel location. Harness for the TT
roll servo is 7 wires (2 of #20 and 5 of #22). Stein has servo wire
already set up for them. The aileron trim (Van's) is a servo like that
used for elevator trim and mounts to the inboard inspection panel and is
connected to the push/pull tube with springs. Wiring is just like the
elevator trim servo - 5 wires (2 for the motor and 3 for the position
sensor).
Bob
On Mon, Jan 10, 2011 at 2:24 PM, John Cumins <jcumins@jcis.net> wrote:
Ok here goes a few dumb questions,
1. With aileron trim kit installed in left wing, then does the AP
server mount to the Rt wing. Trying to plan out how big a conduit to
install on rt wing. IE number of wire harnesses.
2. For the real dumb question. When riveting the ribs to the wing
spar I see builders place the shop head on the ribs side and some on the
Spar side. Being an OLD A&P I do not recall in AP school there ever was
a
requirement how rivets were bucked direction wise for 470 type of
rivets,
my thought has always been the thin material side gets the manufacture
head
thus the shop head is on the spar side.
Thanks in advance for everyone input. Now no primer wars on this hehehe
I
already stirred that war once.
John
40864 Emp Complete Email Forum -
:
0-List" target="_blank">http://www.matronics.com/Navigator?RV10-List
= --> h
a href="http://www.matronics.com/contribution"
target="_blank">http://www.matronics.com/contribution
http://www.matronics.com/Navigator?RV10-Listhttp://forums.matronics.comht
tp://www.matronics.com/contribution
Message 33
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| Subject: | Alieron trim and Roll server locations. |
Pascal
I would do the same thing for the strobes but, since I am going with the
Aero led nav light and strobe system, there is no need. The wiring is
all 20 gauge wire with shielded outer, power for Nav, strobe and a
sync wire to sync all 3 strobes. No high Voltage, and very low amperage
draw. I think I have some corrugated split tubing 3/4" so I think I
will run a length down each wing. Install the pitot bushings in each
rib for the pitot tube line, and the same bushings for the aoa system
lines down the right wing will make for a very clean install.
I have been looking at Pitot Tube systems and not sure I want to go with
the gertz system. I very much like the auto on part of the gertz but
not to sure of the quality, I have read about numerous failed Gertz
pitot tubes and a few melted ones and that=99s a concern.
Anyone have feedback on this???
John
40864 Emp complete, wings
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Pascal
Sent: Monday, January 10, 2011 3:45 PM
Subject: Re: RV10-List: Alieron trim and Roll server locations.
if you mean the actual conduit, I used 5/8th 2X (HD/Lowes in the
plumbing dept, irrigation tube) plenty of space for the nav,,landing
lights, pitot, AP, trim, etc...
I have one just for the strobes, probably not needed but makes me feel
better having it separate from all the other wires.
From: John Cumins <mailto:jcumins@jcis.net>
Sent: Monday, January 10, 2011 2:48 PM
Subject: RE: RV10-List: Alieron trim and Roll server locations.
Bob
Thanks for the reply
That=99s what I have heard. I just wanted to make sure before I
drill holes for the wire conduit and try and size it accordingly.
Probably =C2=BE to 1=9D will be about right.
What are most people using for the main wire conduits down the wings.
John
40864 Emp Complete Wings
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Bob Condrey
Sent: Monday, January 10, 2011 1:37 PM
Subject: Re: RV10-List: Alieron trim and Roll server locations.
The aileron trim and autopilot roll servo locations are totally
independent of each other. Trutrak's default is to send you a right
wing bracket but they'll send left if you ask. It mounts at the
bellcrank in the outboard inspection panel location. Harness for the TT
roll servo is 7 wires (2 of #20 and 5 of #22). Stein has servo wire
already set up for them. The aileron trim (Van's) is a servo like that
used for elevator trim and mounts to the inboard inspection panel and is
connected to the push/pull tube with springs. Wiring is just like the
elevator trim servo - 5 wires (2 for the motor and 3 for the position
sensor).
Bob
On Mon, Jan 10, 2011 at 2:24 PM, John Cumins <jcumins@jcis.net> wrote:
Ok here goes a few dumb questions,
1. With aileron trim kit installed in left wing, then does the AP
server mount to the Rt wing. Trying to plan out how big a conduit to
install on rt wing. IE number of wire harnesses.
2. For the real dumb question. When riveting the ribs to the wing
spar I see builders place the shop head on the ribs side and some on the
Spar side. Being an OLD A&P I do not recall in AP school there ever was
a
requirement how rivets were bucked direction wise for 470 type of
rivets,
my thought has always been the thin material side gets the manufacture
head
thus the shop head is on the spar side.
Thanks in advance for everyone input. Now no primer wars on this hehehe
I
already stirred that war once.
John
40864 Emp Complete Email Forum -
:
0-List" target="_blank">http://www.matronics.com/Navigator?RV10-List
= --> h <http://forums.matronics.com/>
a href="http://www.matronics.com/contribution"
target="_blank">http://www.matronics.com/contribution
http://www.matronics.com/Navigator?RV10-List
http://forums.matronics.com
http://www.matronics.com/contribution
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
Message 34
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| Subject: | extra fuel tanks |
I spoke with Jim Younkin today about their extra fuel tanks on the 10.
He stated that the proper contact is John Nys of Tulsa. They have an
extra tank outboard of the mains and a ball check valve installed in the
area between the tanks. Flow between tanks is gravity and the valve can
be opened/closed externally. Therefore no wiring or transfer pumps are
included. The outboard tanks have vented fuel caps but no other vent.
Long range flight means closing the valves , filling all tanks and then
opening the valves before takeoff. Standard use of the fuel selector
should provide for balancing the fuel load.
Message 35
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| Subject: | Alieron trim and Roll server locations. |
John,
I was taught the as you state "the thin material side gets the manufacture head
thus the shop head is on the spar side". Maybe others found it easier to buck
on the rib side and drive on the spar side. I'll find out this weekend.
Tom
40950 Getting ready to rivet ribs to spars.
On Jan 10, 2011, at 2:24 PM, John Cumins wrote:
>
> Ok here goes a few dumb questions,
>
> 1. With aileron trim kit installed in left wing, then does the AP
> server mount to the Rt wing. Trying to plan out how big a conduit to
> install on rt wing. IE number of wire harnesses.
>
> 2. For the real dumb question. When riveting the ribs to the wing
> spar I see builders place the shop head on the ribs side and some on the
> Spar side. Being an OLD A&P I do not recall in AP school there ever was a
> requirement how rivets were bucked direction wise for 470 type of rivets,
> my thought has always been the thin material side gets the manufacture head
> thus the shop head is on the spar side.
>
> Thanks in advance for everyone input. Now no primer wars on this hehehe I
> already stirred that war once.
>
> John
>
> 40864 Emp Complete Wings 1 rib primered, ready to start setting revits.
Message 36
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|
| Subject: | Re: Bend HS skin |
Had this happen to my wing outer leading edge skins. Fedex paid for it no problem.
Definitely have them replace it.
--------
Cust. #40936
RV-10 SB Fuselage
N801VR reserved
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=326408#326408
Message 37
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| Subject: | Alieron trim and Roll server locations. |
Tom
Thanks, I am about the same place as you primered this weekend and will star
to assemble this next weekend I hope.
John 40864 wings
-----Original Message-----
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Tom Koelzer
Sent: Monday, January 10, 2011 4:55 PM
Subject: RV10-List: Alieron trim and Roll server locations.
John,
I was taught the as you state "the thin material side gets the manufacture
head thus the shop head is on the spar side". Maybe others found it easier
to buck on the rib side and drive on the spar side. I'll find out this
weekend.
Tom
40950 Getting ready to rivet ribs to spars.
On Jan 10, 2011, at 2:24 PM, John Cumins wrote:
>
> Ok here goes a few dumb questions,
>
> 1. With aileron trim kit installed in left wing, then does the AP
> server mount to the Rt wing. Trying to plan out how big a conduit to
> install on rt wing. IE number of wire harnesses.
>
> 2. For the real dumb question. When riveting the ribs to the wing
> spar I see builders place the shop head on the ribs side and some on
> the Spar side. Being an OLD A&P I do not recall in AP school there
> ever was a requirement how rivets were bucked direction wise for 470
> type of rivets, my thought has always been the thin material side gets
> the manufacture head thus the shop head is on the spar side.
>
> Thanks in advance for everyone input. Now no primer wars on this
> hehehe I already stirred that war once.
>
> John
>
> 40864 Emp Complete Wings 1 rib primered, ready to start setting revits.
Message 38
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| Subject: | Re: Bend HS skin |
I'm shocked....so many people have the same story as me....forklift thru the crate.
In my case I lived with the slight damage, fixed with body filler....but
man, how can this happen to so many people!?
Tim
On Jan 10, 2011, at 8:07 PM, "Strasnuts" <sean@braunandco.com> wrote:
>
> Had this happen to my wing outer leading edge skins. Fedex paid for it no problem.
Definitely have them replace it.
>
> --------
> Cust. #40936
> RV-10 SB Fuselage
> N801VR reserved
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=326408#326408
>
>
>
>
>
>
>
>
>
Message 39
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| Subject: | Re: Bend HS skin |
Not hard to understand when you watch a typical freight hauler handle
freight....
On Jan 10, 2011, at 8:51 PM, Tim Olson wrote:
>
> I'm shocked....so many people have the same story as me....forklift
> thru the crate. In my case I lived with the slight damage, fixed
> with body filler....but man, how can this happen to so many people!?
> Tim
>
>
> On Jan 10, 2011, at 8:07 PM, "Strasnuts" <sean@braunandco.com> wrote:
>
>>
>> Had this happen to my wing outer leading edge skins. Fedex paid
>> for it no problem. Definitely have them replace it.
>>
>> --------
>> Cust. #40936
>> RV-10 SB Fuselage
>> N801VR reserved
>>
>>
>>
>>
>> Read this topic online here:
>>
>> http://forums.matronics.com/viewtopic.php?p=326408#326408
>>
>>
>>
>>
>>
>>
>>
>>
>>
>
>
Message 40
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| Subject: | Re: FWF kit recieved on Friday... |
Mine was manufactured in November 2010 with s/n ending in G. Nice to know I don't
have to send it back. I just wish that the control head/lever adjustment was
already made at the factory for my RV-10 and IO-540-D4A5, both purchased through
Van's. It is possible to damage the seal and cause an oil leak. Not something
I want to have to do after spending $1,100. Van's said this morning that
they have never heard of any problems with this governor. Sound familiar guys.
The Gerate-Laufkarte says Bestimmt fur triebwerk: Lyc IO-360 instead of IO-540.
So, probably as usual keeping inventory to a minimum. Since the 540 guys are
much fewer numbers, they can make the adjustments right?
I believe the max rpm setting will be close as spec sheet says 2411 governor rpm
which would be approx 2550 prop rpm. Those that are flying would know...do you
guys go from full power ground run of 2550 to 2700 in flight?
Notes: 8.7 qts/min @ 150 psi @ 1750 rpm(Blow that piston seal and your dry in a
little over a minute). Relief valve pres 315 psi @ 1,750 rpm. Oil pressure increases
pitch. Rotation CW. TBO= 2000 hrs or 6 yrs whichever comes first.
I'll sleep better tonight. Thanks for all the info fellow builders.
--------
Wayne Gillispie, A&P 5/93, PPC 10/08
Bldr# 40983 SB
Fuselage 9/21/10- working on Sec 39 Control System.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=326418#326418
Message 41
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| Subject: | Re: Bend HS skin |
I used Bax Global for the kits and there wasn't a scratch on any box. I was very
surprised seeing how my hvac units are handled by other companies. Every 5th
unit is damaged.
--------
Wayne Gillispie, A&P 5/93, PPC 10/08
Bldr# 40983 SB
Fuselage 9/21/10- working on Sec 39 Control System.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=326419#326419
Message 42
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| Subject: | Re: Alieron trim and Roll server locations. |
Used SB625-7 in all ribs but outboard four and used SB500-6 in those. Ran all wiring
and servo(Stein) before installing bottom skins.
--------
Wayne Gillispie, A&P 5/93, PPC 10/08
Bldr# 40983 SB
Fuselage 9/21/10- working on Sec 39 Control System.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=326424#326424
Message 43
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| Subject: | Re: Prop Governor revisited |
Phil,
My MT gov P-860-3 specs sheet says 6 yrs or 2000 hrs whichever comes first. No
idea if it will make it or not. Only time will tell.
--------
Wayne Gillispie, A&P 5/93, PPC 10/08
Bldr# 40983 SB
Fuselage 9/21/10- working on Sec 39 Control System.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=326425#326425
Message 44
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| Subject: | Re: FWF kit recieved on Friday... |
The control lever adjustment is no sweat. Cut the safety wires=2C loosen th
e six screws=2C rotate the arm to coorect position=2C tighten the screws an
d re safety wire.
Count it as safety wire practice.
> Subject: RV10-List: Re: FWF kit recieved on Friday...
> From: wayne.gillispie@yahoo.com
> Date: Mon=2C 10 Jan 2011 19:13:08 -0800
> To: rv10-list@matronics.com
>
>
> Mine was manufactured in November 2010 with s/n ending in G. Nice to know
I don't have to send it back. I just wish that the control head/lever adju
stment was already made at the factory for my RV-10 and IO-540-D4A5=2C both
purchased through Van's. It is possible to damage the seal and cause an oi
l leak. Not something I want to have to do after spending $1=2C100. Van's s
aid this morning that they have never heard of any problems with this gover
nor. Sound familiar guys. The Gerate-Laufkarte says Bestimmt fur triebwerk:
Lyc IO-360 instead of IO-540. So=2C probably as usual keeping inventory to
a minimum. Since the 540 guys are much fewer numbers=2C they can make the
adjustments right?
>
> I believe the max rpm setting will be close as spec sheet says 2411 gover
nor rpm which would be approx 2550 prop rpm. Those that are flying would kn
ow...do you guys go from full power ground run of 2550 to 2700 in flight?
>
> Notes: 8.7 qts/min @ 150 psi @ 1750 rpm(Blow that piston seal and your dr
y in a little over a minute). Relief valve pres 315 psi @ 1=2C750 rpm. Oil
pressure increases pitch. Rotation CW. TBO= 2000 hrs or 6 yrs whichever c
omes first.
>
> I'll sleep better tonight. Thanks for all the info fellow builders.
>
> --------
> Wayne Gillispie=2C A&=3BP 5/93=2C PPC 10/08
> Bldr# 40983 SB
> Fuselage 9/21/10- working on Sec 39 Control System.
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=326418#326418
>
>
>
>
>
>
>
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