Today's Message Index:
----------------------
1. 01:45 AM - Re: Re: Cowl Fasteners (Robin Marks)
2. 06:10 AM - Re: EIS Tach (Carl Froehlich)
3. 07:33 AM - Re: oil pressure adjustment (greghale)
4. 07:45 AM - Re: Re: oil pressure adjustment (Kelly McMullen)
5. 07:56 AM - Re: Re: oil pressure adjustment (Lew Gallagher)
6. 08:14 AM - Re: Re: oil pressure adjustment (Tim Olson)
7. 09:01 AM - Re: oil pressure adjustment (Lew Gallagher)
8. 09:54 AM - Re: Re: oil pressure adjustment (Tim Olson)
9. 10:09 AM - Re: Re: oil pressure adjustment (Rob Kermanj)
10. 01:37 PM - Re: Re: OT - Cirrus crash - perhaps having an open door fly off is n (Marcus Cooper)
11. 03:09 PM - Re: Re: OT - Cirrus crash - perhaps having an open door fly off is n (Bill Watson)
12. 03:11 PM - Re: Re: oil pressure adjustment (Rob Kermanj)
13. 04:23 PM - Re: EIS Tach (Eric_Kallio)
14. 04:26 PM - Another first (Eric_Kallio)
15. 04:37 PM - Re: oil pressure adjustment (greghale)
16. 05:57 PM - Re: Another first (Marcus Cooper)
17. 05:57 PM - Re: Another first (Robin Marks)
18. 05:59 PM - Re: oil pressure adjustment (EFDsteve@aol.com)
19. 06:09 PM - Re: oil pressure adjustment (Bob Turner)
20. 06:26 PM - Re: Another first (Bill Watson)
21. 06:26 PM - Re: Another first (Patrick Pulis)
22. 06:42 PM - Re: Re: oil pressure adjustment (Kelly McMullen)
23. 06:49 PM - Re: Re: oil pressure adjustment (Kelly McMullen)
24. 07:40 PM - Re: Another first (Eric_Kallio)
25. 10:47 PM - Picture of remote engine heat switch (Dawson-Townsend,Timothy)
Message 1
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| Subject: | Re: Cowl Fasteners |
RV10-List: Re: Cowl Fasteners
I like my camlocks but would avoid placing them on the underside of the
cowl. Just too much shaking, oil, exhaust going on down there. Unless you
keep extras in the plane and in your hangar ($$) you will find yourself
missing one (or more) at some point. Just about the exact time you need to
fly some place. Often involves pulling everything off to replace.
I prefer Tinnerman washers & S/S screws. The best $0.05 solution
Ask me how I know=85
Robin
4 RV=92s & counting=85
Robin
*From:* owner-rv10-list-server@matronics.com [mailto:
owner-rv10-list-server@matronics.com] *On Behalf Of *greghale
*Sent:* Saturday, February 12, 2011 8:37 PM
*To:* rv10-list@matronics.com
*Subject:* RV10-List: Re: Cowl Fasteners
I used the SkyBolt camlocs on the RV10. They are great for fiberglass.
They adjust in or out to compensate for various thickness. I used these on
the RV8.
Greg...
--------
Greg Hale rv10 -- N210KH
www.nwacaptain.com
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=330851#330851
------------------------------
No virus found in this message.
Checked by AVG - www.avg.com
Message 2
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I went around the tree a dozen times with Klaus on this exact issue back
when I had Lightspeed ignitions (2001 - 2009) . Klaus never responded other
than "your wiring is wrong". The problem was solved after talking with the
good folks at Grand Rapids. They can walk you through the simple mod to
get the Lightspeed pulse to work.
Carl Froehlich
RV-8A (620 hrs - now with dual pMags and very happy)
RV-10 (gear fiberglass - pressing to move to the paint booth this spring)
-----Original Message-----
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Eric_Kallio
Sent: Saturday, February 12, 2011 9:26 PM
Subject: RV10-List: EIS Tach
Been through the archives and the Yahoo group. On the GRT EIS 6000 and the
tach from the Lightspeed III I have the wire run from pin 6 on the
Lightspeed input connector to the GRT EIS pin 12. The tach P/R is set to 3
and the sensitivity to "H". Still have no tach indications. So, after
reading the data in the previously cited sources has anyone had any luck in
pulling the resistor in the EIS in getting any indications on the tach?
Anything else worked for you?
Eric Kallio
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=330832#330832
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| Subject: | Re: oil pressure adjustment |
My oil pressure has been running around 95psi since new. This is during the first
start of the day. After the engine has run for awhile, it will go down to
85 psi which is OK for me. I just want to lower it some. The AFS engine monitor
becomes a nuisance until the pressure drops below 95 which is where I have
the top limit set.
Greg...
--------
Greg Hale rv10 -- N210KH
www.nwacaptain.com
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=330876#330876
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| Subject: | Re: oil pressure adjustment |
New 172s if I recall correctly have their redline for IO-360 set at 100
psi, and the pickoff is in a location that would give closer to 115 psi
in the old pickoff location. I'd say it would be a lot easier to just
reset your AFS limit to 100. Many planes will go over red line on first
takeoff of the day in cool/cold weather. Nothing to be concerned about
unless you start losing oil outside the engine. IMHO this falls under
don't fix what isn't broke.
Kelly
A&P/IA
On 2/13/2011 8:30 AM, greghale wrote:
> --> RV10-List message posted by: "greghale"<ghale5224@aol.com>
>
> My oil pressure has been running around 95psi since new. This is during the
first start of the day. After the engine has run for awhile, it will go down
to 85 psi which is OK for me. I just want to lower it some. The AFS engine monitor
becomes a nuisance until the pressure drops below 95 which is where I have
the top limit set.
>
> Greg...
>
> --------
> Greg Hale rv10 -- N210KH
> www.nwacaptain.com
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=330876#330876
>
>
Message 5
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| Subject: | Re: oil pressure adjustment |
Hey Greg,
We had the same issue. As I remember, it is not a screw adjustment. The
way we adjusted the oil pressure on the IO 540 was to cut the safety wire
and unscrew the cap on the oil pressure gizmo on the copilot side of the
engine -- that reveals a steel ball and a pressure spring. On the opposite
end of the spring from the ball are a couple of washers used as spacers to
increase/decrease the tension on the spring -- which regulates the oil
pressure. We took one washer out, and all is well. At first, it doesn't
look like there are spacers down in there, but they are.
Sorry about the lack of technical jargon -- I can take a picture of it later
this PM if needed.
Later, - Lew
----- Original Message -----
From: "greghale" <ghale5224@aol.com>
Sent: Sunday, February 13, 2011 10:30 AM
Subject: RV10-List: Re: oil pressure adjustment
>
> My oil pressure has been running around 95psi since new. This is during
> the first start of the day. After the engine has run for awhile, it will
> go down to 85 psi which is OK for me. I just want to lower it some. The
> AFS engine monitor becomes a nuisance until the pressure drops below 95
> which is where I have the top limit set.
>
> Greg...
>
> --------
> Greg Hale rv10 -- N210KH
> www.nwacaptain.com
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=330876#330876
>
>
>
Message 6
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| Subject: | Re: oil pressure adjustment |
I'd agree fully. I was seeing mid-to-high 90's
when cold, and then when summer comes, on roll-out from
landing I'd get an alarm because my alarm was set to
40...which I then set to 35. You're better off just
setting the alarm limit up because you're not way out
of spec or anything and this is still winter.
You just really don't have a problem.
Tim Olson - RV-10 N104CD
do not archive
On 2/13/2011 9:42 AM, Kelly McMullen wrote:
>
> New 172s if I recall correctly have their redline for IO-360 set at 100
> psi, and the pickoff is in a location that would give closer to 115 psi
> in the old pickoff location. I'd say it would be a lot easier to just
> reset your AFS limit to 100. Many planes will go over red line on first
> takeoff of the day in cool/cold weather. Nothing to be concerned about
> unless you start losing oil outside the engine. IMHO this falls under
> don't fix what isn't broke.
> Kelly
> A&P/IA
>
>
> On 2/13/2011 8:30 AM, greghale wrote:
>>
>> My oil pressure has been running around 95psi since new. This is
>> during the first start of the day. After the engine has run for
>> awhile, it will go down to 85 psi which is OK for me. I just want to
>> lower it some. The AFS engine monitor becomes a nuisance until the
>> pressure drops below 95 which is where I have the top limit set.
>>
>> Greg...
>>
>> --------
>> Greg Hale rv10 -- N210KH
>> www.nwacaptain.com
>>
>>
>>
>>
>> Read this topic online here:
>>
>> http://forums.matronics.com/viewtopic.php?p=330876#330876
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>
>
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| Subject: | Re: oil pressure adjustment |
One more thought on high oil pressure. I heard of an oil cooler being blown out
due to too high oil pressure on another plane. I don't know how high that would
have to be, to be of concern, but I never would have thought of that at all.
Later, - Lew
--------
non-pilot
crazy about building
NOW OFICIALLY BUILDER #40549
Fly off completed !
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=330896#330896
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| Subject: | Re: oil pressure adjustment |
Probably when it's cold out:
http://www.reiffpreheat.com/Oil%20cooler%20heater.htm
An oil cooler should be able to handle normal situations fine...and
if you were talking high pressure because of no preheat, then
you're talking an extreme situation that wouldn't be fixed by
changing the setting a little lower.
I did run into one RV-10 pilot at one time who didn't calibrate
his oil pressure on the EIS, and never set the proper scale
factor and offset to make it read properly. It read high,
so he just adjusted the engine. Scary....once you set the
proper scale factor and offset, you'd probably find he
reduced it way too low.
So FIRST, verify the reading is all calibrated and set
right, then decide what to do. But, you're not going to
save an oil cooler from blowout due to routine normal
oil pressure extremes, unless it's a bad cooler.
Tim Olson - RV-10 N104CD
do not archive
On 2/13/2011 10:58 AM, Lew Gallagher wrote:
> --> RV10-List message posted by: "Lew Gallagher"<lewgall@charter.net>
>
> One more thought on high oil pressure. I heard of an oil cooler being blown
out due to too high oil pressure on another plane. I don't know how high that
would have to be, to be of concern, but I never would have thought of that at
all.
>
> Later, - Lew
>
> --------
> non-pilot
> crazy about building
> NOW OFICIALLY BUILDER #40549
> Fly off completed !
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=330896#330896
>
>
Message 9
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| Subject: | Re: oil pressure adjustment |
But if you really want to; counter clockwise will reduce the pressure.
Do not archive
Sent from my iPad
On Feb 13, 2011, at 8:42 AM, Kelly McMullen <kellym@aviating.com> wrote:
>
> New 172s if I recall correctly have their redline for IO-360 set at 100 psi,
and the pickoff is in a location that would give closer to 115 psi in the old
pickoff location. I'd say it would be a lot easier to just reset your AFS limit
to 100. Many planes will go over red line on first takeoff of the day in cool/cold
weather. Nothing to be concerned about unless you start losing oil outside
the engine. IMHO this falls under don't fix what isn't broke.
> Kelly
> A&P/IA
>
>
> On 2/13/2011 8:30 AM, greghale wrote:
>> --> RV10-List message posted by: "greghale"<ghale5224@aol.com>
>>
>> My oil pressure has been running around 95psi since new. This is during the
first start of the day. After the engine has run for awhile, it will go down
to 85 psi which is OK for me. I just want to lower it some. The AFS engine
monitor becomes a nuisance until the pressure drops below 95 which is where I
have the top limit set.
>>
>> Greg...
>>
>> --------
>> Greg Hale rv10 -- N210KH
>> www.nwacaptain.com
>>
>>
>>
>>
>> Read this topic online here:
>>
>> http://forums.matronics.com/viewtopic.php?p=330876#330876
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>
>
>
>
Message 10
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| Subject: | Re: OT - Cirrus crash - perhaps having an open door fly |
off is n
A very tragic situation to say the least. However, I think the point was
not that the doors are a poor design (although I agree they are having been
a victim of the door latch mechanism), but rather to focus on what your
priorities are if the door departs. Simply said fly the airplane first,
worry about the door later. I don't know the details of the Cirrus accident
but have not heard that the crash was due to structural damage making the
airplane unflyable. Distraction is a constant enemy but especially when
something that odd happens. The RV-10 flies just fine with the door missing
so don't let it become something worse than it needs to be.
Marcus
-----Original Message-----
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of AirMike
Sent: Friday, February 11, 2011 9:40 PM
Subject: RV10-List: Re: OT - Cirrus crash - perhaps having an open door fly
off is n
Do not archive
Awful and tragic situation, but a good warning to all RV10 pilots. Check and
double check those door pins carefully as they are surely the weakest and
poorest designed component of the RV10. A careful visual double check by the
pilot must be a basic part of the preflight procedure.
--------
See you OSH '11
Q/B - flying 1 yr+
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=330693#330693
Message 11
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| Subject: | Re: OT - Cirrus crash - perhaps having an open door fly |
off is n
I was never aware of this accident before but the NTSB report seems telling:
http://bit.ly/h7jB05
Preliminary review of recorded air traffic control tower radio
communications revealed that the pilot was cleared to take off on runway
07L. About 34 seconds later, the pilot transmitted to the tower
controller, "I need to return to close the door."
You can actually see the pilot side door opening at impact.
http://bit.ly/dK2yrC
A strong lesson indeed.
Bill
On 2/13/2011 4:30 PM, Marcus Cooper wrote:
> --> RV10-List message posted by: "Marcus Cooper"<coop85@verizon.net>
>
> A very tragic situation to say the least. However, I think the point was
> not that the doors are a poor design (although I agree they are having been
> a victim of the door latch mechanism), but rather to focus on what your
> priorities are if the door departs. Simply said fly the airplane first,
> worry about the door later. I don't know the details of the Cirrus accident
> but have not heard that the crash was due to structural damage making the
> airplane unflyable. Distraction is a constant enemy but especially when
> something that odd happens. The RV-10 flies just fine with the door missing
> so don't let it become something worse than it needs to be.
>
> Marcus
>
Message 12
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| Subject: | Re: oil pressure adjustment |
On some engines, it is a screw. Mine was.
Do not archive.
Sent from my iPad
On Feb 13, 2011, at 8:50 AM, "Lew Gallagher" <lewgall@charter.net> wrote:
>
> Hey Greg,
>
> We had the same issue. As I remember, it is not a screw adjustment. The way
we adjusted the oil pressure on the IO 540 was to cut the safety wire and unscrew
the cap on the oil pressure gizmo on the copilot side of the engine -- that
reveals a steel ball and a pressure spring. On the opposite end of the spring
from the ball are a couple of washers used as spacers to increase/decrease
the tension on the spring -- which regulates the oil pressure. We took one washer
out, and all is well. At first, it doesn't look like there are spacers
down in there, but they are.
>
> Sorry about the lack of technical jargon -- I can take a picture of it later
this PM if needed.
>
> Later, - Lew
>
>
> ----- Original Message ----- From: "greghale" <ghale5224@aol.com>
> To: <rv10-list@matronics.com>
> Sent: Sunday, February 13, 2011 10:30 AM
> Subject: RV10-List: Re: oil pressure adjustment
>
>
>>
>> My oil pressure has been running around 95psi since new. This is during the
first start of the day. After the engine has run for awhile, it will go down
to 85 psi which is OK for me. I just want to lower it some. The AFS engine
monitor becomes a nuisance until the pressure drops below 95 which is where I
have the top limit set.
>>
>> Greg...
>>
>> --------
>> Greg Hale rv10 -- N210KH
>> www.nwacaptain.com
>>
>>
>>
>>
>> Read this topic online here:
>>
>> http://forums.matronics.com/viewtopic.php?p=330876#330876
>>
>>
>>
>>
>>
>>
>>
>>
>>
>
>
>
>
>
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Went ahead and ran it from the mag with the 27k resistor and put the pulses back
on 1.5. Ran it with no issues.
Eric Kallio
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=330950#330950
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Finally, it is my turn!!!!!! After getting the tach wired in to the mag N518RV
made it maiden flight. Put 2 hours on it today and it felt great. The controls
were very responsive and the aerosport power engine ran like a champ. Can't wait
until the break in period is over and I can really explore the flight characteristics.
Tomorrow I will work off some of the minor squaks and try to put
a couple more hours on it. Only 28 more to go.
Eric Kallio
N518RV Flying...
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=330951#330951
Message 15
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| Subject: | Re: oil pressure adjustment |
Thanks everyone for the replies. I did find what I wanted on google. I adjusted
the pressure by turning the adjustment screw out CCW 1 turn. Pressure now
on takeoff 85 instead of the 95 I saw earlier. Alls well and the airplane is
flying great. The 14 inches of Oklahoma snow finally melted and the temperature
outside was 60 degrees.
--------
Greg Hale rv10 -- N210KH
www.nwacaptain.com
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=330953#330953
Message 16
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Congratulations and well done!!! It sure is a great feeling. Just out of
curiosity, you have a 30 hour test period?
Have fun,
Marcus
Do not archive
-----Original Message-----
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Eric_Kallio
Sent: Sunday, February 13, 2011 7:24 PM
Subject: RV10-List: Another first
Finally, it is my turn!!!!!! After getting the tach wired in to the mag
N518RV made it maiden flight. Put 2 hours on it today and it felt great. The
controls were very responsive and the aerosport power engine ran like a
champ. Can't wait until the break in period is over and I can really explore
the flight characteristics. Tomorrow I will work off some of the minor
squaks and try to put a couple more hours on it. Only 28 more to go.
Eric Kallio
N518RV Flying...
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=330951#330951
Message 17
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RV10-List: Another first
Big day! Wahoo!
Photos? RV Smile?
Robin
Do Not Archive
*From:* owner-rv10-list-server@matronics.com [mailto:
owner-rv10-list-server@matronics.com] *On Behalf Of *Eric_Kallio
*Sent:* Sunday, February 13, 2011 4:24 PM
*To:* rv10-list@matronics.com
*Subject:* RV10-List: Another first
Finally, it is my turn!!!!!! After getting the tach wired in to the mag
N518RV made it maiden flight. Put 2 hours on it today and it felt great. The
controls were very responsive and the aerosport power engine ran like a
champ. Can't wait until the break in period is over and I can really explore
the flight characteristics. Tomorrow I will work off some of the minor
squaks and try to put a couple more hours on it. Only 28 more to go.
Eric Kallio
N518RV Flying...
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=330951#330951
------------------------------
No virus found in this message.
Checked by AVG - www.avg.com
Message 18
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| Subject: | Re: oil pressure adjustment |
Please excuse my question, because my plane isn't flying yet so I just
don't have this experience, but my engine has a vernatherm, which is a required
replacement at overhaul and is supposed to vary the oil flow into the oil
cooler, based on the temperature of the oil. When I hear about an oil
cooler being "blown" because of high oil pressure, when the oil is cold, how
can that happen if there is a temperature compensated valve in the engine
limiting the flow to the oil cooler?
Thanks.
Steve Weinstock
40230, finishing kit
In a message dated 2/13/2011 11:54:55 A.M. Central Standard Time,
Tim@MyRV10.com writes:
--> RV10-List message posted by: Tim Olson <Tim@myrv10.com>
Probably when it's cold out:
http://www.reiffpreheat.com/Oil%20cooler%20heater.htm
An oil cooler should be able to handle normal situations fine...and
if you were talking high pressure because of no preheat, then
you're talking an extreme situation that wouldn't be fixed by
changing the setting a little lower.
I did run into one RV-10 pilot at one time who didn't calibrate
his oil pressure on the EIS, and never set the proper scale
factor and offset to make it read properly. It read high,
so he just adjusted the engine. Scary....once you set the
proper scale factor and offset, you'd probably find he
reduced it way too low.
So FIRST, verify the reading is all calibrated and set
right, then decide what to do. But, you're not going to
save an oil cooler from blowout due to routine normal
oil pressure extremes, unless it's a bad cooler.
Tim Olson - RV-10 N104CD
do not archive
On 2/13/2011 10:58 AM, Lew Gallagher wrote:
> --> RV10-List message posted by: "Lew Gallagher"<lewgall@charter.net>
>
> One more thought on high oil pressure. I heard of an oil cooler being
blown out due to too high oil pressure on another plane. I don't know how
high that would have to be, to be of concern, but I never would have thought
of that at all.
>
> Later, - Lew
>
> --------
> non-pilot
> crazy about building
> NOW OFICIALLY BUILDER #40549
> Fly off completed !
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=330896#330896
>
>
Message 19
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| Subject: | Re: oil pressure adjustment |
Answer to the last question is, I think, that the vernatherm never closes completely,
so the oil cooler sees full pressure even with low flow rates thru it.
--------
Bob Turner
RV-10 QB
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=330967#330967
Message 20
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| Subject: | Re: Another first |
Congratulations!!
On 2/13/2011 7:24 PM, Eric_Kallio wrote:
> --> RV10-List message posted by: "Eric_Kallio"<scout019@msn.com>
>
> Finally, it is my turn!!!!!! After getting the tach wired in to the mag N518RV
made it maiden flight. Put 2 hours on it today and it felt great. The controls
were very responsive and the aerosport power engine ran like a champ. Can't
wait until the break in period is over and I can really explore the flight characteristics.
Tomorrow I will work off some of the minor squaks and try to put
a couple more hours on it. Only 28 more to go.
>
> Eric Kallio
> N518RV Flying...
>
Message 21
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| Subject: | Re: Another first |
Well done Eric.=0A=0AWishing you safe and smooth skies.=0A=0ARegards=0A=0AP
atrick Pulis=0A=0A=0A=0A=0A________________________________=0AFrom: Eric_Ka
llio <scout019@msn.com>=0ATo: rv10-list@matronics.com=0ASent: Mon, 14 Febru
ary, 2011 10:54:28 AM=0ASubject: RV10-List: Another first=0A=0A--> RV10-Lis
t message posted by: "Eric_Kallio" <scout019@msn.com>=0A=0AFinally, it is m
y turn!!!!!! After getting the tach wired in to the mag N518RV =0Amade it m
aiden flight. Put 2 hours on it today and it felt great. The controls =0Awe
re very responsive and the aerosport power engine ran like a champ. Can't w
ait =0Auntil the break in period is over and I can really explore the fligh
t =0Acharacteristics. Tomorrow I will work off some of the minor squaks and
try to =0Aput a couple more hours on it. Only 28 more to go.=0A=0AEric Kal
lio=0AN518RV Flying...=0A=0A=0A=0A=0ARead this topic online here:=0A=0Ahttp
://forums.matronics.com/viewtopic.php?p=330951#330951=0A=0A=0A=0A=0A=0A
===============0A=0A=0A
Message 22
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| Subject: | Re: oil pressure adjustment |
The vernatherm is wide open when cold, allowing oil to bypass the
cooler. It needs to fully close shutting off the bypass when the oil
reaches 180 degrees, forcing the oil through the cooler. IOW your
thinking about how it operates is backwards.
On Sun, Feb 13, 2011 at 7:07 PM, Bob Turner <bobturner@alum.rpi.edu> wrote:
>
> Answer to the last question is, I think, that the vernatherm never closes completely,
so the oil cooler sees full pressure even with low flow rates thru it.
>
> --------
> Bob Turner
> RV-10 QB
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=330967#330967
>
>
Message 23
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| Subject: | Re: oil pressure adjustment |
Of course you really need to know from a calibrated pressure gauge that
the pressure is actually high. Without calibration, 5-10 lbs one way or
the other is meaningless. I'm with Tim. I'd bet that come summer you
will be adjusting it back to where it was.
On 2/13/2011 11:08 AM, Rob Kermanj wrote:
> --> RV10-List message posted by: Rob Kermanj<flysrv10@gmail.com>
>
> But if you really want to; counter clockwise will reduce the pressure.
>
> Do not archive
>
>
> Sent from my iPad
>
Message 24
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| Subject: | Re: Another first |
Yup, 30 hours. Don't know what drove that decision and didn't push it. I also have
a test flight area that averages nearly 95 miles on each side.
Eric
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=330978#330978
Message 25
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| Subject: | Picture of remote engine heat switch |
Got my remote engine heat switch set up, as seen in this photo.
All the parts are in an old plastic tool box I had around.
On the left is the circuit board of the Velleman remote switch kit. It use
s a photocell pointed at the cheap pre-paid TracFone next to it. When I ca
ll the cell twice within one minute and the photocell detects the phone scr
een lighting up when those calls arrive, it trips the relay supplying power
to the Reiff pre-heater.
Power comes in on the green extension cord, which I tapped into for phone c
harger power, detector circuit power, and then to feed the relay. Power to
the pre-heater continues out the green cord to the right.
Works well at home - now to take it to the hangar!
TDT
Tim Dawson-Townsend
RV-10 N52KS (http://aprs.fi/?call=n52ks)
tdt@aurora.aero
617-500-4812 (office)
617-905-4800 (mobile)
DQoNCg0KVGltIERhd3Nvbi1Ub3duc2VuZA0KNjE3LTQxNy04MzQxDQo2MTctOTA1LTQ4MDANCjYx
Ny01MDAtNDgxMg=
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