Today's Message Index:
----------------------
1. 05:02 AM - Re: Re: injector tuning (Alan Mekler MD)
2. 06:03 AM - Re: Re: injector tuning (Linn)
3. 06:19 AM - Re: injector tuning (bill.peyton)
4. 06:25 AM - Re: injector tuning (Dick & Vicki Sipp)
5. 07:01 AM - Re: Re: injector tuning (Don McDonald)
6. 08:29 AM - SS Pins for Baffles in FWF Kit (Sean Stephens)
7. 08:37 AM - Re: SS Pins for Baffles in FWF Kit (Sean Stephens)
8. 08:40 AM - Re: SS Pins for Baffles in FWF Kit (Bob Leffler)
9. 10:01 AM - Re: Re: injector tuning (Marcus Cooper)
10. 10:17 AM - Re: Re: injector tuning (Robin Marks)
11. 10:20 AM - Re: Re: injector tuning (Don McDonald)
12. 10:31 AM - Re: SS Pins for Baffles in FWF Kit (Evan and Megan Johnson)
13. 10:40 AM - Re: Re: injector tuning (Marcus Cooper)
14. 11:12 AM - Re: Re: injector tuning (Don McDonald)
15. 12:02 PM - Re: Re: injector tuning (Robin Marks)
16. 12:14 PM - Re: [SUSPECTED SPAM] Re: Re: injector tuning (Kelly McMullen)
17. 12:15 PM - Re: SS Pins for Baffles in FWF Kit (Kelly McMullen)
18. 12:18 PM - Re: [SUSPECTED SPAM] Re: Re: injector tuning (Kelly McMullen)
19. 12:25 PM - Re: Re: Dynon Skyview software version 5.0? (Pascal)
20. 12:37 PM - Re: Re: injector tuning (Linn)
21. 01:02 PM - Re: Re: injector tuning (Pascal)
22. 02:56 PM - External Flight Plans - Dynon Skyview/Garmin 696 (Matt Dralle)
23. 02:58 PM - External Flight Plans - Dynon Skyview/Garmin 696 (Matt Dralle)
24. 03:52 PM - Re: Re: injector tuning (Cooprv7)
25. 04:23 PM - Re: (Case 117320) VP-200 Compatibility with Dynon Skyview 5.1 EMS Data (Matt Dralle)
26. 05:00 PM - Rough engine (Leeverett)
27. 05:31 PM - Re: Rough engine (Dave Saylor)
28. 06:06 PM - Re: Rough engine (Bob Turner)
29. 06:08 PM - Re: Rough engine (Carl Froehlich)
30. 07:10 PM - Re: Re: Rough engine (Danny Riggs)
31. 07:55 PM - Re: Re: Rough engine (Kelly McMullen)
32. 08:06 PM - Re: Re: Rough engine (Dave Saylor)
33. 08:15 PM - Re: Re: Rough engine (Rene)
34. 08:27 PM - Re: Re: Rough engine (Patrick Thyssen)
35. 08:33 PM - Re: Re: Rough engine (Danny Riggs)
36. 08:33 PM - Re: Re: Rough engine (Kelly McMullen)
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| Subject: | Re: injector tuning |
Bob,
Before changing injectors I recommend you check your flow divider and the lines
and check for any intake leaks(on the leaner cylinders)
then go to http://www.airflowperformance.com and contact Don with your flight data.
Alan
On Feb 2, 2013, at 11:29 PM, "Bob Turner" <bobturner@alum.rpi.edu> wrote:
>
> Okay, I've got dyslexia. I should have said my worst two outliers peak first,
not last.
>
> So again, why does AFP prefer to go smaller on four rather than larger on two?
Is there any concern with not reducing fuel flow at full power?
>
> --------
> Bob Turner
> RV-10 QB
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=393483#393483
>
>
>
>
>
>
>
>
>
>
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| Subject: | Re: injector tuning |
Excellent advice. To answer the question though ...... making the two
'offenders' orifice smaller may make them too lean to start with. There
was a thread some time ago (I have a few lists :-P ) where that happened
.... right out of the box they had a too-lean situation and going with
the fuel-flow data suggested smaller orifices on the offending cylinders
which made things worse. They ended up installing larger injectors and
re-working the data. Don't remember whether they were AFS injectors for
Lycs factory ones .......
Linn
On 2/3/2013 8:01 AM, Alan Mekler MD wrote:
>
> Bob,
> Before changing injectors I recommend you check your flow divider and the lines
and check for any intake leaks(on the leaner cylinders)
> then go to http://www.airflowperformance.com and contact Don with your flight data.
> Alan
>
> On Feb 2, 2013, at 11:29 PM, "Bob Turner" <bobturner@alum.rpi.edu> wrote:
>
>>
>> Okay, I've got dyslexia. I should have said my worst two outliers peak first,
not last.
>>
>> So again, why does AFP prefer to go smaller on four rather than larger on two?
Is there any concern with not reducing fuel flow at full power?
>>
>> --------
>> Bob Turner
>> RV-10 QB
>>
>>
>>
>>
>> Read this topic online here:
>>
>> http://forums.matronics.com/viewtopic.php?p=393483#393483
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>
>
> -----
> No virus found in this message.
> Checked by AVG - www.avg.com
>
>
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| Subject: | Re: injector tuning |
I just went through this with Kyle @ AFP. AFP believes that it is best to change
out all your injector restrictors to .026 or .027 depending on your spread.
The stock injection system usually comes with .028. I chose not to do that
since I had 2 that were peaking last and thus required a smaller orifice. I recorded
data and downloaded it to Savvy.com (my.savvyanalysis.com/home) for analysis.
I changed out the two rich restrictors to .0275, which brought them in
to line with the rest. I had one that peaked first and tried switching to .0285,
which did not work at all, so I removed it a settled for having a .3 - .4
spread, which allows me to get to 35 LOP smooth operation. This summer I plan
on flying over and seeing Kyle and Don to have them all replaced a tweaked
a little closer. I can tell you that you will have to take multiple readings
and you have lean very very slowly. Kyle suggests that when they fly with you
that they take 10-15 minutes to run a single lean test.
--------
Bill
WA0SYV
Aviation Partners, LLC
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=393493#393493
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| Subject: | Re: injector tuning |
We had a very similar experience with AFP and a stock 260HP IO-540.
After two iterations with =9Cstd size=9D injectors we went
one overall size smaller and then rebalanced.
Don said 260 HP was about the point where all the injectors go up one
size. Sorry I don=99t have access here to the actual sizes we
ended up with. As part of the process, full power fuel flow was checked
to insure rich enough at takeoff. As previously noted Don=99s
school and work are outstanding.
Dick Sipp
N110DV 450 hours
From: David Leikam
Sent: Saturday, February 02, 2013 11:19 PM
Subject: Re: RV10-List: injector tuning
As you increase the size of the injectors, the pressure drops in the
fuel system behind them causing uneven flow between them. Decreasing
the size increases the pressure behind them and evens out the flow
between them.
Increase the size of one makes it richer, but it will decrease the
pressure to the others possibly making them leaner. It is a balaning
act.
David Leikam
On Feb 2, 2013, at 9:13 PM, Kelly McMullen wrote:
Hmm, I've only heard one other negative report on GAMI, and in that
case the individual wasn't working closely enough to give GAMI the
needed data and doing the flight testing called for to get needed data
for adjustments. I don't know on 6 cyl Lyc engines, but on the 4 cyl
injected Lycs, more than 50% of time no injector adjustment is needed.
On 2/2/2013 3:16 PM, Alan Mekler MD wrote:
<amekler@metrocast.net>
After spending many months with GAMI and never getting it right I
went with Don Rivera at airflow performance. Don knows his stuff. He
will look at your fuel flows and pressure at full throttle. I needed my
flow divider recalibrated and he took care of this as well. Cylinders
that peak last are too rich and will need restrictors.
Alan
N668G
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| Subject: | Re: injector tuning |
When discussing this it would have been nice to know the actual numbers you
came up with.- GPH for each cyl when reaching LOP.- Having those would
have made this thread a little shorter.
Just an FYI....Although my experience may be different than some, what I ca
n tell you is that there sure seem to be a few variables out there.... alti
tude, MP, RPM, wind direction, BP, and maybe most important, how long it's
been since your last injector cleaning.- When the previously mentioned ch
ange, the LOP numbers may also change.
Don McDonald
--- On Sat, 2/2/13, Bob Turner <bobturner@alum.rpi.edu> wrote:
From: Bob Turner <bobturner@alum.rpi.edu>
Subject: RV10-List: Re: injector tuning
Okay, I've got dyslexia. I should have said my worst two outliers peak firs
t, not last.
So again, why does AFP prefer to go smaller on four rather than larger on t
wo? Is there any concern with not reducing fuel flow at full power?
--------
Bob Turner
RV-10 QB
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=393483#393483
le, List Admin.
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| Subject: | SS Pins for Baffles in FWF Kit |
I just wanted to see if I missed something before I gave Vans a call...
Vans supplies 6 feet of SSP-120 for the cowl side pins which use 34
inches of that. That leaves 38 inches left over.
In the FWF kit you need 2 x 17 inches and 2 x 19 inches for the baffle
rods on page FF2-17. That means you need 6 feet of SSP-120 to fab the
baffle rods, yet Vans does not supply ANY SSP-120 with the FWF kit?
Am I missing something or are you expected to order and pay for another
6 feet of SSP-120? It's only $7.00, but I'm sure the shipping is not
cheap for a 6 foot tube with one $7.00 piece in it.
-Sean #40303 (baffles)
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| Subject: | Re: SS Pins for Baffles in FWF Kit |
Please disregard. I found the pins in the baffle kit. Go figure that
baffle parts would be in the baffle subkit. :) Not enough coffee this
morning yet.
-Sean
On 2/3/13 10:28 AM, Sean Stephens wrote:
> I just wanted to see if I missed something before I gave Vans a call...
>
> Vans supplies 6 feet of SSP-120 for the cowl side pins which use 34
> inches of that. That leaves 38 inches left over.
>
> In the FWF kit you need 2 x 17 inches and 2 x 19 inches for the baffle
> rods on page FF2-17. That means you need 6 feet of SSP-120 to fab the
> baffle rods, yet Vans does not supply ANY SSP-120 with the FWF kit?
>
> Am I missing something or are you expected to order and pay for
> another 6 feet of SSP-120? It's only $7.00, but I'm sure the shipping
> is not cheap for a 6 foot tube with one $7.00 piece in it.
>
> -Sean #40303 (baffles)
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| Subject: | Re: SS Pins for Baffles in FWF Kit |
I had enough in my kits. As to which kit they came from, I can't say. Parts were
mixed in with the other kits as they arrived. I know that this doesn't help
your situation.
Bob
Sent from my iPhone
On Feb 3, 2013, at 11:28 AM, Sean Stephens <sean@stephensville.com> wrote:
I just wanted to see if I missed something before I gave Vans a call...
Vans supplies 6 feet of SSP-120 for the cowl side pins which use 34 inches of that.
That leaves 38 inches left over.
In the FWF kit you need 2 x 17 inches and 2 x 19 inches for the baffle rods on
page FF2-17. That means you need 6 feet of SSP-120 to fab the baffle rods, yet
Vans does not supply ANY SSP-120 with the FWF kit?
Am I missing something or are you expected to order and pay for another 6 feet
of SSP-120? It's only $7.00, but I'm sure the shipping is not cheap for a 6 foot
tube with one $7.00 piece in it.
-Sean #40303 (baffles)
Message 9
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| Subject: | Re: injector tuning |
You bring up a good point Don that I don't know the answer to. How does
one clean the injectors and how often should this be done?
Thanks,
Marcus
do not archive
On Feb 3, 2013, at 10:00 AM, Don McDonald <building_partner@yahoo.com>
wrote:
When discussing this it would have been nice to know the actual numbers
you came up with. GPH for each cyl when reaching LOP. Having those
would have made this thread a little shorter.
Just an FYI....Although my experience may be different than some, what I
can tell you is that there sure seem to be a few variables out there....
altitude, MP, RPM, wind direction, BP, and maybe most important, how
long it's been since your last injector cleaning. When the previously
mentioned change, the LOP numbers may also change.
Don McDonald
--- On Sat, 2/2/13, Bob Turner <bobturner@alum.rpi.edu> wrote:
From: Bob Turner <bobturner@alum.rpi.edu>
Subject: RV10-List: Re: injector tuning
Okay, I've got dyslexia. I should have said my worst two outliers peak
first, not last.
So again, why does AFP prefer to go smaller on four rather than larger
on two? Is there any concern with not reducing fuel flow at full power?
--------
Bob Turner
RV-10 QB
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=393483#393483
http://www.matronics.com/Navigator?RV10-List -->
http://www.matronics.com/co================
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| Subject: | Re: injector tuning |
We had the smallest amount of carbon in one restrictor and another one had
white fuzzy stuff. All the restrictors were cleaned in an ultra-sonic clean
er. I didn't see the process as it was done by a friend in their industrial
unit. I do see some units on eBay for cheap but have no idea if they are a
ppropriate. Regardless the end result was more consistent fuel flow.
Robin
From: owner-rv10-list-server@matronics.com [mailto:owner-rv10-list-server@m
atronics.com] On Behalf Of Marcus Cooper
Sent: Sunday, February 03, 2013 10:00 AM
Subject: Re: RV10-List: Re: injector tuning
You bring up a good point Don that I don't know the answer to. How does on
e clean the injectors and how often should this be done?
Thanks,
Marcus
do not archive
On Feb 3, 2013, at 10:00 AM, Don McDonald <building_partner@yahoo.com<mailt
o:building_partner@yahoo.com>> wrote:
When discussing this it would have been nice to know the actual numbers you
came up with. GPH for each cyl when reaching LOP. Having those would hav
e made this thread a little shorter.
Just an FYI....Although my experience may be different than some, what I ca
n tell you is that there sure seem to be a few variables out there.... alti
tude, MP, RPM, wind direction, BP, and maybe most important, how long it's
been since your last injector cleaning. When the previously mentioned chan
ge, the LOP numbers may also change.
Don McDonald
--- On Sat, 2/2/13, Bob Turner <bobturner@alum.rpi.edu<mailto:bobturner@alu
m.rpi.edu>> wrote:
From: Bob Turner <bobturner@alum.rpi.edu<mailto:bobturner@alum.rpi.edu>>
Subject: RV10-List: Re: injector tuning
://17/mc/compose?to=bobturner@alum.rpi.edu>>
Okay, I've got dyslexia. I should have said my worst two outliers peak firs
t, not last.
So again, why does AFP prefer to go smaller on four rather than larger on t
wo? Is there any concern with not reducing fuel flow at full power?
--------
Bob Turner
RV-10 QB
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=393483#393483
http://www.matronics.com/Navigator?RV10-List --> http://www.matronics.com
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| Subject: | Re: injector tuning |
Really simple... a trip to Walmart, buy Hoppe's gun cleaner.- get a SMALL
muffin tray, label them 1-6, put each nozzle in there overnight... done de
al.... I tried to do it every other year, but suggest every year for freque
nt flier's like myself.
Don
--- On Sun, 2/3/13, Marcus Cooper <cooprv7@yahoo.com> wrote:
From: Marcus Cooper <cooprv7@yahoo.com>
Subject: Re: RV10-List: Re: injector tuning
You bring up a good point Don that I don't know the answer to. -How does
one clean the injectors and how often should this be done?
Thanks,Marcus
do not archive
On Feb 3, 2013, at 10:00 AM, Don McDonald <building_partner@yahoo.com> wrot
e:
When discussing this it would have been nice to know the actual numbers you
came up with.- GPH for each cyl when reaching LOP.- Having those would
have made this thread a little shorter.
Just an FYI....Although my experience may be different than some, what I ca
n tell you is that there sure seem to be a few variables out there.... alti
tude, MP, RPM, wind direction, BP, and maybe most important, how long it's
been since your last injector cleaning.- When the previously mentioned ch
ange, the LOP numbers may also change.
Don McDonald
--- On Sat, 2/2/13, Bob Turner <bobturner@alum.rpi.edu> wrote:
From: Bob Turner <bobturner@alum.rpi.edu>
Subject: RV10-List: Re:=0A injector tuning
Okay, I've got dyslexia. I should have said my worst two outliers peak firs
t, not last.
So again, why does AFP prefer to go smaller on four rather than larger on t
wo? Is there any concern with not reducing fuel flow at full power?
--------
Bob Turner
RV-10 QB
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=393483#393483
http://www.matronics.com/Navigator?RV10-List-----> http://www.matroni
cs.com/co================
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matronics.com/Navigator?RV10-List=0Ahref="http://forums.matronics.com/">h
ttp://forums.matronics.com=0Ahref="http://www.matronics.com/contribution"
>http://www.matronics.com/contribution=0A=0A
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| Subject: | Re: SS Pins for Baffles in FWF Kit |
My friend here at the airport used stainless allthread that he bought at the
hobby shop. They have all kinds of sizes for pushrods and such. I built the
stock ones out of the hinge pin and I dont like them much. It was really
hard to thread them properly and even harder to get the nuts on the ends. I
am going to switch them out the next time I have the cowl off.
-----Original Message-----
From: Bob Leffler
Sent: Sunday, February 03, 2013 8:40 AM
Subject: Re: RV10-List: SS Pins for Baffles in FWF Kit
I had enough in my kits. As to which kit they came from, I can't say.
Parts were mixed in with the other kits as they arrived. I know that this
doesn't help your situation.
Bob
Sent from my iPhone
On Feb 3, 2013, at 11:28 AM, Sean Stephens <sean@stephensville.com> wrote:
I just wanted to see if I missed something before I gave Vans a call...
Vans supplies 6 feet of SSP-120 for the cowl side pins which use 34 inches
of that. That leaves 38 inches left over.
In the FWF kit you need 2 x 17 inches and 2 x 19 inches for the baffle rods
on page FF2-17. That means you need 6 feet of SSP-120 to fab the baffle
rods, yet Vans does not supply ANY SSP-120 with the FWF kit?
Am I missing something or are you expected to order and pay for another 6
feet of SSP-120? It's only $7.00, but I'm sure the shipping is not cheap
for a 6 foot tube with one $7.00 piece in it.
-Sean #40303 (baffles)
Message 13
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| Subject: | Re: injector tuning |
Thanks to both the responses. I happen to have gun cleaner,not sure if I
can talk my wife out of the muffin pans though ;)
Any tricks to removing and reinstalling the injectors. Considering all
the work I've done on the 4 airplanes I've built and maintained I'm
amazed I never tackled this particular project.
Thanks again,
Marcus
On Feb 3, 2013, at 1:19 PM, Don McDonald <building_partner@yahoo.com>
wrote:
Really simple... a trip to Walmart, buy Hoppe's gun cleaner. get a
SMALL muffin tray, label them 1-6, put each nozzle in there overnight...
done deal.... I tried to do it every other year, but suggest every year
for frequent flier's like myself.
Don
--- On Sun, 2/3/13, Marcus Cooper <cooprv7@yahoo.com> wrote:
From: Marcus Cooper <cooprv7@yahoo.com>
Subject: Re: RV10-List: Re: injector tuning
You bring up a good point Don that I don't know the answer to. How does
one clean the injectors and how often should this be done?
Thanks,
Marcus
do not archive
On Feb 3, 2013, at 10:00 AM, Don McDonald <building_partner@yahoo.com>
wrote:
When discussing this it would have been nice to know the actual numbers
you came up with. GPH for each cyl when reaching LOP. Having those
would have made this thread a little shorter.
Just an FYI....Although my experience may be different than some, what I
can tell you is that there sure seem to be a few variables out there....
altitude, MP, RPM, wind direction, BP, and maybe most important, how
long it's been since your last injector cleaning. When the previously
mentioned change, the LOP numbers may also change.
Don McDonald
--- On Sat, 2/2/13, Bob Turner <bobturner@alum.rpi.edu> wrote:
From: Bob Turner <bobturner@alum.rpi.edu>
Subject: RV10-List: Re: injector tuning
Okay, I've got dyslexia. I should have said my worst two outliers peak
first, not last.
So again, why does AFP prefer to go smaller on four rather than larger
on two? Is there any concern with not reducing fuel flow at full power?
--------
Bob Turner
RV-10 QB
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=393483#393483
http://www.matronics.com/Navigator?RV10-List -->
http://www.matronics.com/co================
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href="http://forums.matronics.com/">http://forums.matronics.com
href="http://www.matronics.com/contribution">http://www.matronics.com/co
ntribution
http://www.matro====================
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| Subject: | Re: injector tuning |
REALLY simple, even Robin could do it... maybe Pascal to!- I don't have a
ny pics... but once you look at the system, you'll have no problem figuring
it out.
Don
--- On Sun, 2/3/13, Marcus Cooper <cooprv7@yahoo.com> wrote:
From: Marcus Cooper <cooprv7@yahoo.com>
Subject: Re: RV10-List: Re: injector tuning
Thanks to both the responses. I happen to have gun cleaner,not sure if I ca
n talk my wife out of the muffin pans though ;)
Any tricks to removing and reinstalling the injectors. -Considering all t
he work I've -done on the 4 airplanes I've built and maintained I'm amaze
d I never tackled this particular project.
Thanks again,Marcus
On Feb 3, 2013, at 1:19 PM, Don McDonald <building_partner@yahoo.com> wrote
:
Really simple... a trip to Walmart, buy Hoppe's gun cleaner.- get a SMALL
muffin tray, label them 1-6, put each nozzle in there overnight... done de
al.... I tried to do it every other year, but suggest every year for freque
nt flier's like myself.
Don
--- On Sun, 2/3/13, Marcus Cooper <cooprv7@yahoo.com> wrote:
From: Marcus Cooper <cooprv7@yahoo.com>
Subject: Re: RV10-List: Re: injector tuning
You bring up a good point Don that I don't know the answer to. -How does
one clean the injectors and how often should this be done?
Thanks,Marcus
do not=0A archive
On Feb 3, 2013, at 10:00 AM, Don McDonald <building_partner@yahoo.com> wrot
e:
When discussing this it would have been nice to know the actual numbers you
came up with.- GPH for each cyl when reaching LOP.- Having those would
have made this thread a little shorter.
Just an FYI....Although my experience may be different than some, what I ca
n tell you is that there sure seem to be a few variables out there.... alti
tude, MP, RPM, wind direction, BP, and maybe most important, how long it's
been since your last injector cleaning.- When the previously mentioned ch
ange, the LOP numbers may also=0A change.
Don McDonald
--- On Sat, 2/2/13, Bob Turner <bobturner@alum.rpi.edu> wrote:
From: Bob Turner <bobturner@alum.rpi.edu>
Subject: RV10-List: Re:=0A injector tuning
Okay, I've got dyslexia. I should have said my worst two outliers peak firs
t, not last.
So again, why does AFP prefer to go smaller on four rather than larger on t
wo? Is there any concern with not reducing fuel flow at full power?
--------
Bob Turner
RV-10 QB
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=393483#393483
http://www.matronics.com/Navigator?RV10-List-----> http://www.matroni
cs.com/co================
=0A=0A=0Ahref="http://www.matronics.com/Navigator?RV10-List">http://www.
matronics.com/Navigator?RV10-List=0Ahref="http://forums.matronics.com/">h
ttp://forums.matronics.com=0Ahref="http://www.matronics.com/contribution"
>http://www.matronics.com/contribution=0A=0A
=0Ahttp://www.matro==================
===0A=0A=0A=0A=0Ahref="http://www.matronics.com/Navigator?RV10-List">
http://www.matronics.com/Navigator?RV10-List=0Ahref="http://forums.matron
ics.com/">http://forums.matronics.com=0Ahref="http://www.matronics.com/co
ntribution">http://www.matronics.com/contribution=0A=0A
==================0A=0A
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| Subject: | Re: injector tuning |
My only tip is be gentle with the FI lines. You will be swapping out restri
ctors several times. Just take it easy on the lines to prevent kinking.
Robin
From: owner-rv10-list-server@matronics.com [mailto:owner-rv10-list-server@m
atronics.com] On Behalf Of Marcus Cooper
Sent: Sunday, February 03, 2013 10:40 AM
Subject: Re: RV10-List: Re: injector tuning
Thanks to both the responses. I happen to have gun cleaner,not sure if I ca
n talk my wife out of the muffin pans though ;)
Any tricks to removing and reinstalling the injectors. Considering all the
work I've done on the 4 airplanes I've built and maintained I'm amazed I
never tackled this particular project.
Thanks again,
Marcus
On Feb 3, 2013, at 1:19 PM, Don McDonald <building_partner@yahoo.com<mailto
:building_partner@yahoo.com>> wrote:
Really simple... a trip to Walmart, buy Hoppe's gun cleaner. get a SMALL m
uffin tray, label them 1-6, put each nozzle in there overnight... done deal
.... I tried to do it every other year, but suggest every year for frequent
flier's like myself.
Don
--- On Sun, 2/3/13, Marcus Cooper <cooprv7@yahoo.com<mailto:cooprv7@yahoo.c
om>> wrote:
From: Marcus Cooper <cooprv7@yahoo.com<mailto:cooprv7@yahoo.com>>
Subject: Re: RV10-List: Re: injector tuning
You bring up a good point Don that I don't know the answer to. How does on
e clean the injectors and how often should this be done?
Thanks,
Marcus
do not archive
On Feb 3, 2013, at 10:00 AM, Don McDonald <building_partner@yahoo.com<x-msg
://26/mc/compose?to=building_partner@yahoo.com>> wrote:
When discussing this it would have been nice to know the actual numbers you
came up with. GPH for each cyl when reaching LOP. Having those would hav
e made this thread a little shorter.
Just an FYI....Although my experience may be different than some, what I ca
n tell you is that there sure seem to be a few variables out there.... alti
tude, MP, RPM, wind direction, BP, and maybe most important, how long it's
been since your last injector cleaning. When the previously mentioned chan
ge, the LOP numbers may also change.
Don McDonald
--- On Sat, 2/2/13, Bob Turner <bobturner@alum.rpi.edu<x-msg://26/mc/compos
e?to=bobturner@alum.rpi.edu>> wrote:
From: Bob Turner <bobturner@alum.rpi.edu<x-msg://26/mc/compose?to=bobturn
er@alum.rpi.edu>>
Subject: RV10-List: Re: injector tuning
com>
o:bobturner@alum.rpi.edu>>
Okay, I've got dyslexia. I should have said my worst two outliers peak firs
t, not last.
So again, why does AFP prefer to go smaller on four rather than larger on t
wo? Is there any concern with not reducing fuel flow at full power?
--------
Bob Turner
RV-10 QB
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=393483#393483
http://www.matronics.com/Navigator?RV10-List --> http://www.matronics.com
/co================
<http://forums.matronics.com/>
href="http://www.matronics.com/Navigator?RV10-List">http://www.matronics.
com/Navigator?RV10-List
href="http://forums.matronics.com/">http://forums.matronics.com
href="http://www.matronics.com/contribution">http://www.matronics.com/con
tribution
http://www.matro===================
=<http://www.matronics.com/Na=>
<http://www.matronics.com/Na=>
href="http://www.matronics.com/Navigator?RV10-List">http://www.matronics.
com/Navigator?RV10-List
href="http://forums.matronics.com/">http://forums.matronics.com
href="http://www.matronics.com/contribution">http://www.matronics.com/con
tribution
________________________________
No virus found in this message.
Checked by AVG - www.avg.com<http://www.avg.com>
Message 16
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| Subject: | Re: injector tuning |
You might want to reduce the time you soak them. Hoppe's is a good, but
aggressive cleaner than can attack the metal. Overnight is probably too
long, 30-60 min. is plenty. While some advocate annual cleaning, I would
base it on actual engine EGT results. As long as the balance remains the
same, I would leave them alone. The injector lines are fragile, subject
to an AD, etc. If it isn't broke, don't fix it. In over 750 hours &12
years of flying my Mooney, I have cleaned injectors 2 or 3 times.
On 2/3/2013 11:19 AM, Don McDonald wrote:
> Really simple... a trip to Walmart, buy Hoppe's gun cleaner. get a
> SMALL muffin tray, label them 1-6, put each nozzle in there
> overnight... done deal.... I tried to do it every other year, but
> suggest every year for frequent flier's like myself.
>
> Don
>
> --- On *Sun, 2/3/13, Marcus Cooper /<cooprv7@yahoo.com>/* wrote:
>
>
> From: Marcus Cooper <cooprv7@yahoo.com>
> Subject: Re: RV10-List: Re: injector tuning
> To: rv10-list@matronics.com
> Date: Sunday, February 3, 2013, 12:00 PM
>
> You bring up a good point Don that I don't know the answer to.
> How does one clean the injectors and how often should this be done?
>
> Thanks,
> Marcus
>
> do not archive
> On Feb 3, 2013, at 10:00 AM, Don McDonald
> <building_partner@yahoo.com
> </mc/compose?to=building_partner@yahoo.com>> wrote:
>
> When discussing this it would have been nice to know the *actual
> numbers* you came up with. GPH for each cyl when reaching LOP.
> Having those would have made this thread a little shorter.
> Just an FYI....Although my experience may be different than some,
> what I can tell you is that there sure seem to be a few variables
> out there.... altitude, MP, RPM, wind direction, BP, and maybe
> most important, how long it's been since your last injector
> cleaning. When the previously mentioned change, the LOP numbers
> may also change.
>
> Don McDonald
>
> --- On *Sat, 2/2/13, Bob Turner /<bobturner@alum.rpi.edu
> </mc/compose?to=bobturner@alum.rpi.edu>>/* wrote:
>
>
> From: Bob Turner <bobturner@alum.rpi.edu
> </mc/compose?to=bobturner@alum.rpi.edu>>
> Subject: RV10-List: Re: injector tuning
> To: rv10-list@matronics.com
> </mc/compose?to=rv10-list@matronics.com>
> Date: Saturday, February 2, 2013, 10:29 PM
>
> <bobturner@alum.rpi.edu>
>
> Okay, I've got dyslexia. I should have said my worst two
> outliers peak first, not last.
>
> So again, why does AFP prefer to go smaller on four rather
> than larger on two? Is there any concern with not reducing
> fuel flow at full power?
>
> --------
> Bob Turner
> RV-10 QB
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=393483#393483
>
>
> http://www.matronics.com/Navigator?RV10-List -->
> http://www.matronics.com/co================
>
>
> <http://forums.matronics.com/>
>
> *
>
> href="http://www.matronics.com/Navigator?RV10-List">http://www.matronics.com/Navigator?RV10-List
> href="http://forums.matronics.com/">http://forums.matronics.com
> href="http://www.matronics.com/contribution">http://www.matronics.com/contribution
>
> *
>
>
> *http://www.matro===================
>
> *
>
> *
>
>
> *
-----
No virus found in this message.
Checked by AVG - www.avg.com
Message 17
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| Subject: | Re: SS Pins for Baffles in FWF Kit |
All thread is also available at aviation depts in Home Depot and Lowes.
You want 6X32 all thread.
On 2/3/2013 11:30 AM, Evan and Megan Johnson wrote:
> <evmeg@snowcrest.net>
>
> My friend here at the airport used stainless allthread that he bought
> at the hobby shop. They have all kinds of sizes for pushrods and such.
> I built the stock ones out of the hinge pin and I dont like them
> much. It was really hard to thread them properly and even harder to
> get the nuts on the ends. I am going to switch them out the next time
> I have the cowl off.
>
> -----Original Message----- From: Bob Leffler
> Sent: Sunday, February 03, 2013 8:40 AM
> To: rv10-list@matronics.com
> Subject: Re: RV10-List: SS Pins for Baffles in FWF Kit
>
>
> I had enough in my kits. As to which kit they came from, I can't say.
> Parts were mixed in with the other kits as they arrived. I know that
> this doesn't help your situation.
>
> Bob
>
> Sent from my iPhone
>
> On Feb 3, 2013, at 11:28 AM, Sean Stephens <sean@stephensville.com>
> wrote:
>
>
> I just wanted to see if I missed something before I gave Vans a call...
>
> Vans supplies 6 feet of SSP-120 for the cowl side pins which use 34
> inches of that. That leaves 38 inches left over.
>
> In the FWF kit you need 2 x 17 inches and 2 x 19 inches for the baffle
> rods on page FF2-17. That means you need 6 feet of SSP-120 to fab the
> baffle rods, yet Vans does not supply ANY SSP-120 with the FWF kit?
>
> Am I missing something or are you expected to order and pay for
> another 6 feet of SSP-120? It's only $7.00, but I'm sure the shipping
> is not cheap for a 6 foot tube with one $7.00 piece in it.
>
> -Sean #40303 (baffles)
>
>
-----
No virus found in this message.
Checked by AVG - www.avg.com
Message 18
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|
| Subject: | Re: injector tuning |
Be sure to use two wrenches, one on the injector and one on the nut on
line, be gentle. Only needs 50-60 in/lb when reinstalling the injector.
Too tight can cause cracks in cyl head. As mentioned, use care moving
the line to extract injector. Best to loosen clamp and the other end of
the line so you don't have to do any bending.
Kelly
On 2/3/2013 12:12 PM, Don McDonald wrote:
> REALLY simple, even Robin could do it... maybe Pascal to! I don't
> have any pics... but once you look at the system, you'll have no
> problem figuring it out.
> Don
>
> --- On *Sun, 2/3/13, Marcus Cooper /<cooprv7@yahoo.com>/* wrote:
>
>
> From: Marcus Cooper <cooprv7@yahoo.com>
> Subject: Re: RV10-List: Re: injector tuning
> To: rv10-list@matronics.com
> Date: Sunday, February 3, 2013, 12:40 PM
>
> Thanks to both the responses. I happen to have gun cleaner,not
> sure if I can talk my wife out of the muffin pans though ;)
>
> Any tricks to removing and reinstalling the injectors.
> Considering all the work I've done on the 4 airplanes I've built
> and maintained I'm amazed I never tackled this particular project.
>
> Thanks again,
> Marcus
>
> On Feb 3, 2013, at 1:19 PM, Don McDonald
> <building_partner@yahoo.com
> </mc/compose?to=building_partner@yahoo.com>> wrote:
>
> Really simple... a trip to Walmart, buy Hoppe's gun cleaner. get
> a SMALL muffin tray, label them 1-6, put each nozzle in there
> overnight... done deal.... I tried to do it every other year, but
> suggest every year for frequent flier's like myself.
>
> Don
>
> --- On *Sun, 2/3/13, Marcus Cooper /<cooprv7@yahoo.com
> </mc/compose?to=cooprv7@yahoo.com>>/* wrote:
>
>
> From: Marcus Cooper <cooprv7@yahoo.com
> </mc/compose?to=cooprv7@yahoo.com>>
> Subject: Re: RV10-List: Re: injector tuning
> To: rv10-list@matronics.com
> </mc/compose?to=rv10-list@matronics.com>
> Date: Sunday, February 3, 2013, 12:00 PM
>
> You bring up a good point Don that I don't know the answer to.
> How does one clean the injectors and how often should this be
> done?
>
> Thanks,
> Marcus
>
> do not archive
> On Feb 3, 2013, at 10:00 AM, Don McDonald
> <building_partner@yahoo.com> wrote:
>
> When discussing this it would have been nice to know the
> *actual numbers* you came up with. GPH for each cyl when
> reaching LOP. Having those would have made this thread a
> little shorter.
> Just an FYI....Although my experience may be different than
> some, what I can tell you is that there sure seem to be a few
> variables out there.... altitude, MP, RPM, wind direction, BP,
> and maybe most important, how long it's been since your last
> injector cleaning. When the previously mentioned change, the
> LOP numbers may also change.
>
> Don McDonald
>
> --- On *Sat, 2/2/13, Bob Turner /<bobturner@alum.rpi.edu>/* wrote:
>
>
> From: Bob Turner <bobturner@alum.rpi.edu>
> Subject: RV10-List: Re: injector tuning
> To: rv10-list@matronics.com
> Date: Saturday, February 2, 2013, 10:29 PM
>
> <bobturner@alum.rpi.edu>
>
> Okay, I've got dyslexia. I should have said my worst two
> outliers peak first, not last.
>
> So again, why does AFP prefer to go smaller on four rather
> than larger on two? Is there any concern with not reducing
> fuel flow at full power?
>
> --------
> Bob Turner
> RV-10 QB
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=393483#393483
>
>
> http://www.matronics.com/Navigator?RV10-List -->
> http://www.matronics.com/co================
>
>
> <http://forums.matronics.com/>
>
> *
>
> href="http://www.matronics.com/Navigator?RV10-List">http://www.matronics.com/Navigator?RV10-List
> href="http://forums.matronics.com/">http://forums.matronics.com
> href="http://www.matronics.com/contribution">http://www.matronics.com/contribution
>
> *
>
>
> *http://www.matro===================
>
> <http://www.matronics.com/Na=>*
>
> *
>
> href="http://www.matronics.com/Navigator?RV10-List">http://www.matronics.com/Navigator?RV10-List
> href="http://forums.matronics.com/">http://forums.matronics.com
> href="http://www.matronics.com/contribution">http://www.matronics.com/contribution
>
> *
>
>
> *http://www.matronics.com/Navigator?RV10-ofollow" target="_blank" href="http://www.matronics.com/contribution">h
>
> *
>
> *
>
>
> *
-----
No virus found in this message.
Checked by AVG - www.avg.com
Message 19
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| Subject: | Re: Dynon Skyview software version 5.0? |
Matt;
Here is the response from Dynon support. Give them a call.
We updated the serial stream because we had some important customers that
asked for specific elements to be added to the stream. We knew this was a
possibility since day one, and even put a version number in the serial
stream so an application can tell that the stream has been changed. We would
always prefer to not change the format, but at some point you need to
balance the needs of a variety of customers, and we had a clear business
case to support customers asking for new features in the serial stream.
One of the issues here is that the VP-200 is not a product we "support."
While we have official support for the VP-X,
Vertical Power used our serial stream for the VP-200 on their own accord
without any input from us. This is fine and in fact the whole reason that we
created a documented serial stream, but this means we didn't even really
know they were using it so it's hard for us to realize that we were going to
break anything. Compatibility is something that we test every release for
products we support, but isn't something that we can promise for arbitrary
3rd party devices that few of our customers use.
We only moved a few parameters around in the new serial stream, so it's
unfortunate that it will take them months to fix this as it's likely just a
few constants in their code to make it work again.
It is possible to revert to 5.0 without much hassle. Contact support via
email or phone and we can send you instructions.
Pascal
-----Original Message-----
From: Seano
Sent: Saturday, February 02, 2013 9:03 PM
Subject: Re: RV10-List: Re: Dynon Skyview software version 5.0?
Seems there would be a way to force the old data. I know the G3X is to hold
down the toggle button while turning on the unit with the old software in
the data card slot. I think there should be if they screw up on a software
upgrade.
----- Original Message -----
From: "Matt Dralle" <dralle@matronics.com>
Sent: Saturday, February 02, 2013 9:56 PM
Subject: RV10-List: Re: Dynon Skyview software version 5.0?
>
> Well, I spoke too soon. Turns out, that the VP-200 sync's up on the data
> stream, but mis-interprets most if not all of the data objects. When I
> first got things up on the new version, the big red X's on the VP-200 EMS
> data went away and I was elated. It wasn't until later in the day when I
> started the engine that I noticed that the RPM wasn't working. Then I
> looked closer and noticed that the EGT/CHT wasn't right, and some of the
> others.
>
> So, that's an Epic Fail. I am really flabbergasted that Dynon would break
> their AHRS/EMS protocol like that. The whole point of a "protocol" is
> that it represents some semblance of stability. I'd get fired for making
> a protocol change to our product at work that wasn't backwardly
> compatible.
>
> Anyway, so I did try to roll back to 5.0.0.xxxx but the Skyview wouldn't
> let me. Is there some way to force it to go back to an older version on
> the Skyview?
>
> Matt
>
> --------
> Matt Dralle
> Matronics Email List Administrator
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=393484#393484
>
>
Message 20
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| Subject: | Re: injector tuning |
Hoppes gun cleaner in your wifes ultasonic jewelry cleaner works great.
Linn
On 2/3/2013 1:13 PM, Robin Marks wrote:
>
> We had the smallest amount of carbon in one restrictor and another one
> had white fuzzy stuff. All the restrictors were cleaned in an
> ultra-sonic cleaner. I didn't see the process as it was done by a
> friend in their industrial unit. I do see some units on eBay for cheap
> but have no idea if they are appropriate. Regardless the end result
> was more consistent fuel flow.
>
> Robin
>
> *From:*owner-rv10-list-server@matronics.com
> [mailto:owner-rv10-list-server@matronics.com] *On Behalf Of *Marcus Cooper
> *Sent:* Sunday, February 03, 2013 10:00 AM
> *To:* rv10-list@matronics.com
> *Subject:* Re: RV10-List: Re: injector tuning
>
> You bring up a good point Don that I don't know the answer to. How
> does one clean the injectors and how often should this be done?
>
> Thanks,
>
> Marcus
>
> do not archive
>
> On Feb 3, 2013, at 10:00 AM, Don McDonald <building_partner@yahoo.com
> <mailto:building_partner@yahoo.com>> wrote:
>
> When discussing this it would have been nice to know the *actual
> numbers* you came up with. GPH for each cyl when reaching LOP.
> Having those would have made this thread a little shorter.
> Just an FYI....Although my experience may be different than some, what
> I can tell you is that there sure seem to be a few variables out
> there.... altitude, MP, RPM, wind direction, BP, and maybe most
> important, how long it's been since your last injector cleaning. When
> the previously mentioned change, the LOP numbers may also change.
>
> Don McDonald
>
> --- On *Sat, 2/2/13, Bob Turner /<bobturner@alum.rpi.edu
> <mailto:bobturner@alum.rpi.edu>>/* wrote:
>
>
> From: Bob Turner <bobturner@alum.rpi.edu <mailto:bobturner@alum.rpi.edu>>
> Subject: RV10-List: Re: injector tuning
> To: rv10-list@matronics.com <mailto:rv10-list@matronics.com>
> Date: Saturday, February 2, 2013, 10:29 PM
>
> <x-msg://17/mc/compose?to=bobturner@alum.rpi.edu>>
>
> Okay, I've got dyslexia. I should have said my worst two outliers peak
> first, not last.
>
> So again, why does AFP prefer to go smaller on four rather than larger
> on two? Is there any concern with not reducing fuel flow at full power?
>
> --------
> Bob Turner
> RV-10 QB
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=393483#393483
>
>
> http://www.matronics.com/Navigator?RV10-List -->
> http://www.matronics.com/co================
>
>
> <http://forums.matronics.com/>
>
> * *
> * *
> *href="http://www.matronics.com/Navigator?RV10-List">http://www.matronics.com/Navigator?RV10-List*
> *href="http://forums.matronics.com/">http://forums.matronics.com*
> *href="http://www.matronics.com/contribution">http://www.matronics.com/contribution*
> * *
>
> * *
> * *
> ==============V10-List Email Forum -> :p> /o:p>
> tor?RV10-List">http://www.matronics.com/Navigator?RV10-List==============nbsp; -
> MATRONICS WEB FORUMS -:p> tp://forums.matronics.com==============bsp;
> - List Contribution Web Site -e> bsp; -Matt Dralle,
> List Admin.bution">http://www.matronics.com/contribution=============
> * *
> ------------------------------------------------------------------------
>
> No virus found in this message.
> Checked by AVG - www.avg.com <http://www.avg.com>
> :p>
>
> *
>
>
> *
>
> No virus found in this message.
> Checked by AVG - www.avg.com <http://www.avg.com>
>
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| Subject: | Re: injector tuning |
Bob;
I went up .0285 on one cylinder, because.. well, Don McDonald told me to,
and thats all he had sitting around that I could use for testing!! Been
working fine for me. All mine lean within .5 GPH or less now. Good enough
for me. (about 10gph at 65% and 7.5K)
-----Original Message-----
From: Bob Turner
Sent: Saturday, February 02, 2013 8:29 PM
Subject: RV10-List: Re: injector tuning
Okay, I've got dyslexia. I should have said my worst two outliers peak
first, not last.
So again, why does AFP prefer to go smaller on four rather than larger on
two? Is there any concern with not reducing fuel flow at full power?
--------
Bob Turner
RV-10 QB
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=393483#393483
Message 22
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| Subject: | External Flight Plans - Dynon Skyview/Garmin 696 |
Dear Listers,
Below is a dialog that I'm currently having with Dynon technical support regarding
the support for External Flight Plans on the Dynon Skyview. I have a Garmin
696 connected serially to the Dynon and use it for primary GPS positional data.
I would like to also have it transfer the current flight plan data as its
a LOT easier to look up remote airports, etc. on the Garmin696. But, for some
reason, the flight plan data doesn't seem to propagate to the Skyview; I can
only assume because the Dynon is ignoring the GPRMB NMEA0182 data fields.
In contrast, I have a King Skymap IIIc connected to the GRT HXs in the RV-8 (for
testing) and I am able to easily get external flight plan data from the Skymap
to the GRT HX over the serial line (see screen shots)
Finally, with the new ADSB receiver on the Skyview, I'm no longer getting Traffic
data on the Garmin 696. With just the Mode S transponder, I get traffic targets
when I'm in traffic areas so the TIS data link (Skyvew->Garmin696) seems
to be working. But as soon as I enable the ADSB receiver, I no longer get the
traffic on the Garmin 696 even though the ADSB traffic is showing up on the
Skyview Map and PDF displays.
Below are some composite screen shots I made for Dynon with embedded comments and
documentation to describe what I'm seeing. I thought I'd share with the rest
of the group in case someone maybe had some feedback or thoughts.
-
Matt Dralle
RV-8 #82880 N998RV "Ruby Vixen"
http://www.mattsrv8.com - Matt's Complete RV-8 Construction Log
http://www.mattsrv8.com/Mishap - Landing Mishap Rebuild Log
http://www.youtube.com/MattsRV8 - Matt's RV-8 HDTV YouTube Channel
Status: 172+ Hours TTSN - Rebuilding Fuselage After Landing Mishap...
RV-6 #20916 N360EM "The Flyer"
http://www.mattsrv6.com - Matt's RV-6 Revitalization Log
Status: 120+ Hours Since Purchase - Upgrades Complete; Now In Full Flyer Mode
At 10:36 AM 2/1/2013 Friday, you wrote:
>Matt,
>
>Please do send some screen shots. We will fly a flight plan from the Garmin. Do
you see the CDI on the HSI?
>
>I can make sense out of this with a picture.
>
>Mike H
>
>Dynon Avionics Technical Support
>support@dynonavionics.com
>Phone: 425-402-0433 - 07:00-17:00 Pacific weekdays
>---
>
>-----Original Message-----
>From: "Matt Dralle" <dralle@matronics.com>
>Date: Fri, 01 Feb 2013 10:01:39 -0800
>To: "Dynon Technical Support" <support@dynonavionics.com>
>Cc: "dralle@matronics.com" <dralle@matronics.com>, "michael Woolson" <mrwoolson@prodigy.net>
>Subject: Re: (Case 117228) Garmin GPS696 Input to Skyview
>
>>Hi Mike,
>>
>>That's not what I'm talking about. What I mean is when I go into the Garmin
and enter in a flight plan. For example, KLVK to KEDU to KMRY. These destinations
are being transmitted by the Garmin over the NMEA 0183 serial output but
the Skyview isn't using them. I have to go into the Skyview and reenter the
destinations.
>>
>>In contrast, on my Garmin to GRT HX installation, if I have a flight plan entered
into the Garmin, that information is picked up and used by the GRT HX. If
I don't have a flight plan on the Garmin, then the GRT HX uses whatever I enter
in on the GRT HX. I can sent you some screen shots if you want.
>>
>>Matt
>>
>>At 09:26 AM 2/1/2013 Friday, you wrote:
>>
Hi Mike,
Please see that attached two images. The first describes what I'm seeing on the
Dynon/Garmin696 and the second shows what I'm getting on the GRT HX/SkymapIIIc.
The third shot is of my Dynon and Garmin 696 configuration.
Note that with the Dynon, there's no external flight plan data utiliation.
Note on the GRT, there is full external flight plan data utilization. I've included
the NMEA0183 data strings that include the flight plan data.
Also note, the lack of ADSB traffic on the Garmin 696 when the ADSB is enabled.
With the ADSB DISABLED, the Mode S traffic appears.
Emacs!
Emacs!
Emacs!
Message 23
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|
| Subject: | External Flight Plans - Dynon Skyview/Garmin 696 |
Dear Listers,
Below is a dialog that I'm currently having with Dynon technical support regarding
the support for External Flight Plans on the Dynon Skyview. I have a Garmin
696 connected serially to the Dynon and use it for primary GPS positional data.
I would like to also have it transfer the current flight plan data as its
a LOT easier to look up remote airports, etc. on the Garmin696. But, for some
reason, the flight plan data doesn't seem to propagate to the Skyview; I can
only assume because the Dynon is ignoring the GPRMB NMEA0182 data fields.
In contrast, I have a King Skymap IIIc connected to the GRT HXs in the RV-8 (for
testing) and I am able to easily get external flight plan data from the Skymap
to the GRT HX over the serial line (see screen shots)
Finally, with the new ADSB receiver on the Skyview, I'm no longer getting Traffic
data on the Garmin 696. With just the Mode S transponder, I get traffic targets
when I'm in traffic areas so the TIS data link (Skyvew->Garmin696) seems
to be working. But as soon as I enable the ADSB receiver, I no longer get the
traffic on the Garmin 696 even though the ADSB traffic is showing up on the
Skyview Map and PDF displays.
Below are some composite screen shots I made for Dynon with embedded comments and
documentation to describe what I'm seeing. I thought I'd share with the rest
of the group in case someone maybe had some feedback or thoughts.
-
Matt Dralle
RV-8 #82880 N998RV "Ruby Vixen"
http://www.mattsrv8.com - Matt's Complete RV-8 Construction Log
http://www.mattsrv8.com/Mishap - Landing Mishap Rebuild Log
http://www.youtube.com/MattsRV8 - Matt's RV-8 HDTV YouTube Channel
Status: 172+ Hours TTSN - Rebuilding Fuselage After Landing Mishap...
RV-6 #20916 N360EM "The Flyer"
http://www.mattsrv6.com - Matt's RV-6 Revitalization Log
Status: 120+ Hours Since Purchase - Upgrades Complete; Now In Full Flyer Mode
At 10:36 AM 2/1/2013 Friday, you wrote:
>Matt,
>
>Please do send some screen shots. We will fly a flight plan from the Garmin. Do
you see the CDI on the HSI?
>
>I can make sense out of this with a picture.
>
>Mike H
>
>Dynon Avionics Technical Support
>support@dynonavionics.com
>Phone: 425-402-0433 - 07:00-17:00 Pacific weekdays
>---
>
>-----Original Message-----
>From: "Matt Dralle" <dralle@matronics.com>
>Date: Fri, 01 Feb 2013 10:01:39 -0800
>To: "Dynon Technical Support" <support@dynonavionics.com>
>Cc: "dralle@matronics.com" <dralle@matronics.com>, "michael Woolson" <mrwoolson@prodigy.net>
>Subject: Re: (Case 117228) Garmin GPS696 Input to Skyview
>
>>Hi Mike,
>>
>>That's not what I'm talking about. What I mean is when I go into the Garmin
and enter in a flight plan. For example, KLVK to KEDU to KMRY. These destinations
are being transmitted by the Garmin over the NMEA 0183 serial output but
the Skyview isn't using them. I have to go into the Skyview and reenter the
destinations.
>>
>>In contrast, on my Garmin to GRT HX installation, if I have a flight plan entered
into the Garmin, that information is picked up and used by the GRT HX. If
I don't have a flight plan on the Garmin, then the GRT HX uses whatever I enter
in on the GRT HX. I can sent you some screen shots if you want.
>>
>>Matt
>>
>>At 09:26 AM 2/1/2013 Friday, you wrote:
>>
Hi Mike,
Please see that attached two images. The first describes what I'm seeing on the
Dynon/Garmin696 and the second shows what I'm getting on the GRT HX/SkymapIIIc.
The third shot is of my Dynon and Garmin 696 configuration.
Note that with the Dynon, there's no external flight plan data utiliation.
Note on the GRT, there is full external flight plan data utilization. I've included
the NMEA0183 data strings that include the flight plan data.
Also note, the lack of ADSB traffic on the Garmin 696 when the ADSB is enabled.
With the ADSB DISABLED, the Mode S traffic appears.
Emacs!
Emacs!
Emacs!
Message 24
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|
| Subject: | Re: injector tuning |
Perfect ;)
Sent from my iPad
On Feb 3, 2013, at 15:36, Linn <flying-nut@cfl.rr.com> wrote:
Hoppes gun cleaner in your wifes ultasonic jewelry cleaner works great.
Linn
On 2/3/2013 1:13 PM, Robin Marks wrote:
> We had the smallest amount of carbon in one restrictor and another one had
white fuzzy stuff. All the restrictors were cleaned in an ultra-sonic clean
er. I didn=99t see the process as it was done by a friend in their ind
ustrial unit. I do see some units on eBay for cheap but have no idea if they
are appropriate. Regardless the end result was more consistent fuel flow.
>
> Robin
>
> From: owner-rv10-list-server@matronics.com [mailto:owner-rv10-list-server@
matronics.com] On Behalf Of Marcus Cooper
> Sent: Sunday, February 03, 2013 10:00 AM
> To: rv10-list@matronics.com
> Subject: Re: RV10-List: Re: injector tuning
>
> You bring up a good point Don that I don't know the answer to. How does o
ne clean the injectors and how often should this be done?
>
> Thanks,
> Marcus
>
> do not archive
> On Feb 3, 2013, at 10:00 AM, Don McDonald <building_partner@yahoo.com> wro
te:
>
> When discussing this it would have been nice to know the actual numbers yo
u came up with. GPH for each cyl when reaching LOP. Having those would hav
e made this thread a little shorter.
> Just an FYI....Although my experience may be different than some, what I c
an tell you is that there sure seem to be a few variables out there.... alti
tude, MP, RPM, wind direction, BP, and maybe most important, how long it's b
een since your last injector cleaning. When the previously mentioned change
, the LOP numbers may also change.
>
> Don McDonald
>
> --- On Sat, 2/2/13, Bob Turner <bobturner@alum.rpi.edu> wrote:
>
> From: Bob Turner <bobturner@alum.rpi.edu>
> Subject: RV10-List: Re: injector tuning
> To: rv10-list@matronics.com
> Date: Saturday, February 2, 2013, 10:29 PM
>
>
> Okay, I've got dyslexia. I should have said my worst two outliers peak fir
st, not last.
>
> So again, why does AFP prefer to go smaller on four rather than larger on t
wo? Is there any concern with not reducing fuel flow at full power?
>
> --------
> Bob Turner
> RV-10 QB
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=393483#393483
>
>
>
>
>
> http://www.matronics.com/Navigator?RV10-List --> http://www.matronics.co
m/co================
>
>
>
>
>
> href="http://www.matronics.com/Navigator?RV10-List">http://www.matronics
.com/Navigator?RV10-List
> href="http://forums.matronics.com/">http://forums.matronics.com
> href="http://www.matronics.com/contribution">http://www.matronics.com/co
ntribution
>
>
>
>
> ============== V10-List Email Forum - > :p> /o
:p> tor?RV10-List">http://www.matronics.com/Navigator?RV10-List ====
========== nbsp; - MATRONICS WEB FORUMS - :p> tp://for
ums.matronics.com ============== bsp; - List Co
ntribution Web Site - e> bsp; -Matt Dralle, List Admin. bu
tion">http://www.matronics.com/contribution ===========
==
>
> No virus found in this message.
> Checked by AVG - www.avg.com
> :p>
>
>
>
> No virus found in this message.
> Checked by AVG - www.avg.com
> 02/03/13
>
==========================
========
==========================
========
==========================
========
==========================
========
Message 25
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| Subject: | Re: (Case 117320) VP-200 Compatibility with Dynon Skyview 5.1 |
EMS Data
(I sent the message below to Dynon this afternoon. FYI -Matt)
Dear Dynon Support,
I was forwarded the text immediately below regarding the new Skyview Version 5.1
issue and EMS data stream compatibility with Vertical Power VP-200
I think that Dynon is kind of missing the point here. Dynon has, for all intents
and purposes, developed a "standard" for this EMS data format. Whether arbitrary
3rd parties use it and/or communicate that use to Dynon is also beside
the point. Dynon has committed to a certain format and as such cannot change
it without incurring some serious, potentially negative and/or life threatening
ramifications in the field. The designers of TCP/IP didn't just randomly decide
to change the order and meaning byte values in the standard. A standard
is a standard. When its done and released, *its done*. Version 1.0 cannot be
updated.
Adding a "version string" to the data stream doesn't work either as the devices
listening to version 1.0 don't know the version string is there and are equally
as broken.
The only option is to version each new format and allow the user to select between
the various version. Or, depending on the flexibility of the protocol, ADD
new data strings to the format. But the original data strings *cannot* be changed.
For example, in NMEA0183, $GPGGAxxx, $GPRMCxxx etc. allow for a progression
of new formats to be added. But the format of $GPGGAxxx always has to
remain the same.
I work at a Government research laboratory in Livermore where I engineer and write
embedded firmware for remote security terminals that are used throughout the
Department of Energy sites. Part of that responsibility is to design, implement,
and utilize serial protocols for communicating between various devices
over both RS485 and Ethernet. If I were to make a change to our protocol like
Dynon has done in the upgrade between 5.0 and 5.1, I would be fired. Plain and
simple. Even IF everyone that is using the protocol happens to be notified
of the change, there is still the issue of incrementally upgrading all of the
end devices.
I guess my point here is that Dynon needs to take their various "proprietary" serial
protocols a whole lot more seriously. I believe this is now at least the
*third* time that a protocol change has adversely impacted the user community.
That is *not* acceptable. I would have probably been fired after the first
indiscretion, if not strongly reprimanded. The second and third times would
just not have happened.
For protocol versioning control, Dynon needs to either add additional named strings
to their protocol or they need to simply start versioning each change AND
including support for all versions in their products. For example, the user
should be able to select between EMS Version 1 or EMS Version 2 or EMS Version
3 from the configuration menu. The format of EMS Version 1 or any previous versions
can never change; period.
And finally, given Dynon's lackadaisical attitude toward their protocol specifications,
I find it almost impossible to believe that a simple downgrade from Version
5.1 to 5.0 is, by default, disallowed? Why aren't the same Draconian version
control practices imposed on the customers, applied to their software developers
as well?
Matt Dralle
RV-8/RV-6/RV-4
>Forwarded Email (Originally from Dynon Support)
>
> We updated the serial stream because we had some important customers that asked
for specific elements to be added to the stream. We knew this was a possibility
since day one, and even put a version number in the serial stream so an
application can tell that the stream has been changed. We would always prefer
to not change the format, but at some point you need to balance the needs of a
variety of customers, and we had a clear business case to support customers asking
for new features in the serial stream.
>
>One of the issues here is that the VP-200 is not a product we "support." While
we have official support for the VP-X,
>Vertical Power used our serial stream for the VP-200 on their own accord without
any input from us. This is fine and in fact the whole reason that we created
a documented serial stream, but this means we didn't even really know they were
using it so it's hard for us to realize that we were going to break anything.
Compatibility is something that we test every release for products we support,
but isn't something that we can promise for arbitrary 3rd party devices
that few of our customers use.
>
>We only moved a few parameters around in the new serial stream, so it's unfortunate
that it will take them months to fix this as it's likely just a few constants
in their code to make it work again.
>
>It is possible to revert to 5.0 without much hassle. Contact support via email
or phone and we can send you instructions.
At 03:48 PM 2/1/2013 Friday, Dynon Technical Support wrote:
>Matt:
>
>Another customer told us today that Vertical Power recommended not updating to
v5.1 because of changes Dynon made to the streaming data format.
>
>We advise talking to Vertical Power first.
>
>Thanks,
>
>Steve
>
>Dynon Avionics Technical Support
>support@dynonavionics.com
>Phone: 425-402-0433 - 07:00-17:00 Pacific weekdays
>
>-----Original Message-----
>From: "Matt Dralle" <dralle@matronics.com>
>Date: Fri, 01 Feb 2013 15:26:51 -0800
>To: "support@dynonavionics.com" <support@dynonavionics.com>
>Cc: "support@verticalpower.com" <support@verticalpower.com>
>Subject: VP-200 Compatibility with Dynon Skyview 5.1 EMS Data
>
>>With the release of Skyview 5.1, it seems there might be an issue with the new
EMS data format from the Skyview and compatibility with the Vertical Power VP-200
EMS input.
>>
>>I haven't upgraded my Skyview from 5.0 to 5.1 but I was planning to on Saturday.
Any thoughts?
>>
>>Here's the thread from the RV10-List Forum (towards the bottom):
>>
>>http://forums.matronics.com/viewtopic.php?p=393418#393418
>>
>>Thanks for your help,
>>
>>Matt Dralle
>>
Matt G Dralle | Matronics | 581 Jeannie Way | Livermore | CA | 94550
925-606-1001 V | 925-606-6281 F | dralle@matronics.com Email
http://www.matronics.com/ WWW | Featuring Products For Aircraft
Message 26
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|
I have been flying my 10 for 2 weeks. I have about 10 hours on the plane
Until today it has performed
faultlessly. What a joy! But today I had a significant increase in pucker
factor. While on downwind doing touch and goes the throttle stuck half
open. I advanced to full throttle and then it went to idle easily. But then the
engine started running very rough. I landed and it still was rough. I did a
mag check--no change. Tried leaning no difference. Any ideas? Stopped up fuel injector?
Problem with Bendix servo? Thanx for advice.
Leon
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=393556#393556
Message 27
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|
| Subject: | Re: Rough engine |
If you have 6 EGTs see if you can find the odd temps. That'll give you some idea
where to look. Could be in a nozzle or the divider or ??? Points wearing in
the mags can cause roughness, also a failed plug. Reaching now, maybe you sucked
in a baggie or a small bird? Water in the fuel? Let us know what you find.
--Dave
On Feb 3, 2013, at 16:53, "Leeverett" <Leeverett@msn.com> wrote:
>
> I have been flying my 10 for 2 weeks. I have about 10 hours on the plane
> Until today it has performed
> faultlessly. What a joy! But today I had a significant increase in pucker
> factor. While on downwind doing touch and goes the throttle stuck half
> open. I advanced to full throttle and then it went to idle easily. But then the
> engine started running very rough. I landed and it still was rough. I did a
> mag check--no change. Tried leaning no difference. Any ideas? Stopped up fuel
injector? Problem with Bendix servo? Thanx for advice.
> Leon
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=393556#393556
>
>
>
>
>
>
>
>
>
>
Message 28
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|
| Subject: | Re: Rough engine |
When you say the throttle stuck, do you mean it was physically hard to move? and
after forcing to full throttle, it was easy?
I would look very carefully at the fuel servo, the arm, the control cable. It sounds
like something may have bound up, then broke. Look up inside the fuel servo
for any foreign objects.
--------
Bob Turner
RV-10 QB
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=393561#393561
Message 29
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|
On the throttle sticking, this is a real problem needing identification and
a fix before the next flight.
When you take the cowl off look for throttle cable abrasion on the aft
bottom of the oil sump. If you are using the throttle cable recommended by
Van's, many find it too short and it rubs against the bottom of the engine.
I replaced mine with the next size larger cable that Van's carries (the
50.5" one they list for the RV-7). Much better fit.
Other obvious inspection areas are cable linkage hardware (and if anything
is hitting on something). On the chance the rough engine is caused by the
same problem as the stuck throttle, look at the idle mixture linkage - make
sure you don't have something loose or going past center. Look at the
intake tubes as well. I once had one come loose on a rented plane - real
fun ride. I never flew at that place again.
A lot of other guesses possible, but not much matters until you get the cowl
off and look.
Carl
-----Original Message-----
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Leeverett
Sent: Sunday, February 03, 2013 7:53 PM
Subject: RV10-List: Rough engine
I have been flying my 10 for 2 weeks. I have about 10 hours on the plane
Until today it has performed faultlessly. What a joy! But today I had a
significant increase in pucker factor. While on downwind doing touch and
goes the throttle stuck half open. I advanced to full throttle and then it
went to idle easily. But then the engine started running very rough. I
landed and it still was rough. I did a mag check--no change. Tried leaning
no difference. Any ideas? Stopped up fuel injector? Problem with Bendix
servo? Thanx for advice.
Leon
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=393556#393556
Message 30
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|
| Subject: | Re: Rough engine |
the throttle was physically stuck half way. opening up the throttle and th
en pulling it back cleared the action. But then he says the engine went rou
gh almost immediately. We pulled the cowl and I watched the cable and the l
inkage as he worked the throttle and there appeared to be no problem. Seems
like way too much of a coincidence going from stuck throttle to rough engi
ne within about ten seconds!?!? Really weird! Any thoughts??
> Subject: RV10-List: Re: Rough engine
> From: bobturner@alum.rpi.edu
> Date: Sun=2C 3 Feb 2013 17:59:20 -0800
> To: rv10-list@matronics.com
>
>
> When you say the throttle stuck=2C do you mean it was physically hard to
move? and after forcing to full throttle=2C it was easy?
> I would look very carefully at the fuel servo=2C the arm=2C the control c
able. It sounds like something may have bound up=2C then broke. Look up ins
ide the fuel servo for any foreign objects.
>
> --------
> Bob Turner
> RV-10 QB
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=393561#393561
>
>
>
>
>
>
>
===========
===========
===========
===========
>
>
>
Message 31
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|
| Subject: | Re: Rough engine |
Look inside the fuel servo at the throttle plate action. Look for loose
throttle plate. The event sounds very much like something is amiss
mechanically.
On Sun, Feb 3, 2013 at 8:03 PM, Danny Riggs <jdriggs49@msn.com> wrote:
> the throttle was physically stuck half way. opening up the throttle and
> then pulling it back cleared the action. But then he says the engine went
> rough almost immediately. We pulled the cowl and I watched the cable and
> the linkage as he worked the throttle and there appeared to be no problem.
> Seems like way too much of a coincidence going from stuck throttle to rough
> engine within about ten seconds!?!? Really weird! Any thoughts??
>
> > Subject: RV10-List: Re: Rough engine
> > From: bobturner@alum.rpi.edu
> > Date: Sun, 3 Feb 2013 17:59:20 -0800
> > To: rv10-list@matronics.com
>
> >
> >
> > When you say the throttle stuck, do you mean it was physically hard to
> move? and after forcing to full throttle, it was easy?
> > I would look very carefully at the fuel servo, the arm, the control
> cable. It sounds like something may have bound up, then broke. Look up
> inside the fuel servo for any foreign objects.
> >
> > --------
> > Bob Turner
> > RV-10 QB
> >
> >
> >
> >
> > Read this topic online here:
> >
> > http://forums.matronics.com/viewtopic.php?p=393561#393561
> >
> >
> >
> >
> >
> ====================
> > _============
> >
> >
> >
>
> *
>
> *
>
>
Message 32
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| Subject: | Re: Rough engine |
Quadrant or push-pull? Check the serrated joint where the arm
attaches to the throttle shaft, sometimes it can grab OK even if it's
not fully engaged. Also, check where the throttle and mixture cable
ends are attached, make sure there's no movement at either end.
Dave Saylor
831-750-0284 CL
On Sun, Feb 3, 2013 at 7:03 PM, Danny Riggs <jdriggs49@msn.com> wrote:
> the throttle was physically stuck half way. opening up the throttle and
> then pulling it back cleared the action. But then he says the engine went
> rough almost immediately. We pulled the cowl and I watched the cable and the
> linkage as he worked the throttle and there appeared to be no problem. Seems
> like way too much of a coincidence going from stuck throttle to rough engine
> within about ten seconds!?!? Really weird! Any thoughts??
>
>> Subject: RV10-List: Re: Rough engine
>> From: bobturner@alum.rpi.edu
>> Date: Sun, 3 Feb 2013 17:59:20 -0800
>> To: rv10-list@matronics.com
>>
>>
>> When you say the throttle stuck, do you mean it was physically hard to
>> move? and after forcing to full throttle, it was easy?
>> I would look very carefully at the fuel servo, the arm, the control cable.
>> It sounds like something may have bound up, then broke. Look up inside the
>> fuel servo for any foreign objects.
>>
>> --------
>> Bob Turner
>> RV-10 QB
>>
>>
>>
>>
>> Read this topic online here:
>>
>> http://forums.matronics.com/viewtopic.php?p=393561#393561
>>
>>
>>
>>
>>
> ====================
>> _============
>>
>>
>>
>
>
Message 33
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|
| Subject: | Re: Rough engine |
My servo has an AD for ???cover???cap??? that can come loose. It is safety
wired in place but can come lose and will cause loss of power..
Have no idea if that helps...
Rene'
N423CF
801-721-6080
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Kelly McMullen
Sent: Sunday, February 03, 2013 8:54 PM
Subject: Re: RV10-List: Re: Rough engine
Look inside the fuel servo at the throttle plate action. Look for loose
throttle plate. The event sounds very much like something is amiss
mechanically.
On Sun, Feb 3, 2013 at 8:03 PM, Danny Riggs <jdriggs49@msn.com> wrote:
the throttle was physically stuck half way. opening up the throttle and
then pulling it back cleared the action. But then he says the engine went
rough almost immediately. We pulled the cowl and I watched the cable and the
linkage as he worked the throttle and there appeared to be no problem. Seems
like way too much of a coincidence going from stuck throttle to rough engine
within about ten seconds!?!? Really weird! Any thoughts??
> Subject: RV10-List: Re: Rough engine
> From: bobturner@alum.rpi.edu
> Date: Sun, 3 Feb 2013 17:59:20 -0800
> To: rv10-list@matronics.com
>
>
> When you say the throttle stuck, do you mean it was physically hard to
move? and after forcing to full throttle, it was easy?
> I would look very carefully at the fuel servo, the arm, the control cable.
It sounds like something may have bound up, then broke. Look up inside the
fuel servo for any foreign objects.
>
> --------
> Bob Turner
> RV-10 QB
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=393561#393561
>
>
>
>
>
====================
> _============
>
>
>
get="_blank">http://www.matronics.com/Navigator?RV10-List
tp://forums.matronics.com
_blank">http://www.matronics.com/contribution
Message 34
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|
| Subject: | Re: Rough engine |
See if you lost a bolt( four) that holds air box on servo,inside of air box,
Van at one time used some crappy bolt locks. The four bolts need to be safe
ty wired.
Just one of many things.
Patrick thyssen
Breaking in new engine thanks to western skyways! Theirs is sitting on shipp
ing crate.
Sent from my iPad
On Feb 3, 2013, at 9:03 PM, Danny Riggs <jdriggs49@msn.com> wrote:
> the throttle was physically stuck half way. opening up the throttle and t
hen pulling it back cleared the action. But then he says the engine went rou
gh almost immediately. We pulled the cowl and I watched the cable and the li
nkage as he worked the throttle and there appeared to be no problem. Seems l
ike way too much of a coincidence going from stuck throttle to rough engine w
ithin about ten seconds!?!? Really weird! Any thoughts??
>
> > Subject: RV10-List: Re: Rough engine
> > From: bobturner@alum.rpi.edu
> > Date: Sun, 3 Feb 2013 17:59:20 -0800
> > To: rv10-list@matronics.com
> >
> >
> > When you say the throttle stuck, do you mean it was physically hard to m
ove? and after forcing to full throttle, it was easy?
> > I would look very carefully at the fuel servo, the arm, the control cabl
e. It sounds like something may have bound up, then broke. Look up inside th
e fuel servo for any foreign objects.
> >
> > --------
> > Bob Turner
> > RV-10 QB
> >
> >
> >
> >
> > Read this topic online here:
> >
> > http://forums.matronics.com/viewtopic.php?p=393561#393561
> >
> >
> >
> >
> >
> ====================
> > _============
> >
> >
> >
>
>
==========================
=========
==========================
=========
==========================
=========
==========================
=========
>
Message 35
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|
| Subject: | Re: Rough engine |
Quadrant
> From: dave.saylor.aircrafters@gmail.com
> Date: Sun=2C 3 Feb 2013 20:05:57 -0800
> Subject: Re: RV10-List: Re: Rough engine
> To: rv10-list@matronics.com
>
il.com>
>
> Quadrant or push-pull? Check the serrated joint where the arm
> attaches to the throttle shaft=2C sometimes it can grab OK even if it's
> not fully engaged. Also=2C check where the throttle and mixture cable
> ends are attached=2C make sure there's no movement at either end.
>
> Dave Saylor
> 831-750-0284 CL
>
>
> On Sun=2C Feb 3=2C 2013 at 7:03 PM=2C Danny Riggs <jdriggs49@msn.com> wro
te:
> > the throttle was physically stuck half way. opening up the throttle an
d
> > then pulling it back cleared the action. But then he says the engine we
nt
> > rough almost immediately. We pulled the cowl and I watched the cable an
d the
> > linkage as he worked the throttle and there appeared to be no problem.
Seems
> > like way too much of a coincidence going from stuck throttle to rough e
ngine
> > within about ten seconds!?!? Really weird! Any thoughts??
> >
> >> Subject: RV10-List: Re: Rough engine
> >> From: bobturner@alum.rpi.edu
> >> Date: Sun=2C 3 Feb 2013 17:59:20 -0800
> >> To: rv10-list@matronics.com
> >>
> >>
> >> When you say the throttle stuck=2C do you mean it was physically hard
to
> >> move? and after forcing to full throttle=2C it was easy?
> >> I would look very carefully at the fuel servo=2C the arm=2C the contro
l cable.
> >> It sounds like something may have bound up=2C then broke. Look up insi
de the
> >> fuel servo for any foreign objects.
> >>
> >> --------
> >> Bob Turner
> >> RV-10 QB
> >>
> >>
> >>
> >>
> >> Read this topic online here:
> >>
> >> http://forums.matronics.com/viewtopic.php?p=393561#393561
> >>
> >>
> >>
> >>
> >>
> > ====================
> >> _============
> >>
> >>
> >>
> >
> >
> >
>
===========
===========
===========
===========
>
>
>
Message 36
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|
| Subject: | Re: Rough engine |
Good point. Depending on when the servo was built/overhauled, given
normal build time, it could have been right in the middle of the AD period.
Although that doesn't explain the stuck throttle.
On 2/3/2013 9:15 PM, Rene wrote:
>
> My servo has an AD for ???cover???cap??? that can come loose. It is
> safety wired in place but can come lose and will cause loss of power..
>
> Have no idea if that helps..
>
> Rene
>
> N423CF
>
> 801-721-6080
>
> *From:*owner-rv10-list-server@matronics.com
> [mailto:owner-rv10-list-server@matronics.com] *On Behalf Of *Kelly
> McMullen
> *Sent:* Sunday, February 03, 2013 8:54 PM
> *To:* rv10-list@matronics.com
> *Subject:* Re: RV10-List: Re: Rough engine
>
> Look inside the fuel servo at the throttle plate action. Look for
> loose throttle plate. The event sounds very much like something is
> amiss mechanically.
>
> On Sun, Feb 3, 2013 at 8:03 PM, Danny Riggs <jdriggs49@msn.com
> <mailto:jdriggs49@msn.com>> wrote:
>
> the throttle was physically stuck half way. opening up the throttle
> and then pulling it back cleared the action. But then he says the
> engine went rough almost immediately. We pulled the cowl and I watched
> the cable and the linkage as he worked the throttle and there appeared
> to be no problem. Seems like way too much of a coincidence going from
> stuck throttle to rough engine within about ten seconds!?!? Really
> weird! Any thoughts??
>
> > Subject: RV10-List: Re: Rough engine
> > From: bobturner@alum.rpi.edu <mailto:bobturner@alum.rpi.edu>
> > Date: Sun, 3 Feb 2013 17:59:20 -0800
> > To: rv10-list@matronics.com <mailto:rv10-list@matronics.com>
>
>
> >
> <bobturner@alum.rpi.edu <mailto:bobturner@alum.rpi.edu>>
> >
> > When you say the throttle stuck, do you mean it was physically hard
> to move? and after forcing to full throttle, it was easy?
> > I would look very carefully at the fuel servo, the arm, the control
> cable. It sounds like something may have bound up, then broke. Look up
> inside the fuel servo for any foreign objects.
> >
> > --------
> > Bob Turner
> > RV-10 QB
> >
> >
> >
> >
> > Read this topic online here:
> >
> > http://forums.matronics.com/viewtopic.php?p=393561#393561
> >
> >
> >
> >
> >
>
> ====================
> > _============
> >
> >
> >
>
> * *
> * *
> *get="_blank">http://www.matronics.com/Navigator?RV10-List*
> *tp://forums.matronics.com*
> *_blank">http://www.matronics.com/contribution*
> * *
>
> * *
> * *
> **
> **
> **
> **
> **
> *http://www.matronics.com/Navigator?RV10-List*
> **
> **
> *http://forums.matronics.com*
> **
> **
> **
> **
> *http://www.matronics.com/contribution*
> **
> * *
> *
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