Today's Message Index:
----------------------
1. 05:08 AM - Re: lycoming engine school (jkreidler)
2. 05:22 AM - Re: IO540 hot starts (jkreidler)
3. 05:32 AM - Re: Re: lycoming engine school (Linn)
4. 07:26 AM - Re: Re: IO540 hot starts (Kelly McMullen)
5. 07:41 AM - Re: Re: lycoming engine school (Kelly McMullen)
6. 10:10 AM - Andair fuel pump (bob88)
7. 12:01 PM - Re: Andair fuel pump (Carl Froehlich)
8. 06:58 PM - Flap trailing edge Proseal (Billy Britton)
Message 1
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| Subject: | Re: lycoming engine school |
Thanks for the write up and information, 3% of engine cost to learn the right way
to take care of our investment is peanuts. Even if a person were to decide
that they did not want to tackle the engine work and instead hire an A&P I still
think it is worth it. As I have said before when I first started flying I
had no idea what held airplanes together, after I owned a factory airplane I
started to understand the basics. It took building the RV-10 to REALLY understand,
it took test flying to REALLY understand all of the details and precision
of test flying. I think getting up to my elbows in the engine tear-down and
assembly will help me fully understand the engine. Even though I spent my life
before aviation in racing and have had countless engines in pieces, aircraft
engines are different animals. Thanks again - Jason
--------
Jason Kreidler
4 Partner Build - Sheboygan Falls, WI
Tony Kolar, Kyle Hokel, Wayne Elser, Jason Kreidler
N44YH - Flying - #40617
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=398792#398792
Message 2
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| Subject: | Re: IO540 hot starts |
Of course all of this is different if you have the Airflow Performance system and
a purge valve. So just for a data point, since that is what we fly...
Cold start: Mixture full rich, throttle 1/8", purge valve full out (fuel being
pumped back to the tanks), fuel pump on until fuel flow stabilizes. Purge valve
full in for the count of 6, crank engine, after it fires purge valve full in.
Hot start: Mixture full rich, throttle half open, purge valve full out (hot fuel
being pumped back to the tanks), fuel pump on until fuel flow stabilizes (be
generous with the amount of time so you get cool fuel), purge valve in for the
count of 2 (this is to fill the injector lines between the spider and the nozzles),
purge valve out, crank engine, once it fires purge valve full in, retard
throttle as the engine fully catches.
As I understand the function and purpose of the purge valve it falls into the "if
you can't fix it, feature it" category. The mixture control valve on the Airflow
Performance system at idle cut off does not fully cut fuel, so there is
a chance you could still feed a super lean mixture of fuel to the injectors.
So, they added the purge valve. I am not digging at all on the system, I really
like it, it functions well, and the support is fantastic. Just pointing out
the reason...
Thanks - Jason
--------
Jason Kreidler
4 Partner Build - Sheboygan Falls, WI
Tony Kolar, Kyle Hokel, Wayne Elser, Jason Kreidler
N44YH - Flying - #40617
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=398793#398793
Message 3
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| Subject: | Re: lycoming engine school |
Jason is right. Our aircraft engines are different than car engines
.... especially today's car engines. Our engines are locked in a time
warp ..... they're rock simple and the tolerances are so large you can
almost use your finger as a feeler gauge!! OK so I fudged a little or
have small fingers .... ;-)
But they are that way for a reason .... they are reliable. That is if
you do things like the valve wobble test (SB388) which most A&Ps don't
do and have your mags overhauled every 500 hours.
Linn
On 4/17/2013 8:07 AM, jkreidler wrote:
>
> Thanks for the write up and information, 3% of engine cost to learn the right
way to take care of our investment is peanuts. Even if a person were to decide
that they did not want to tackle the engine work and instead hire an A&P I
still think it is worth it. As I have said before when I first started flying
I had no idea what held airplanes together, after I owned a factory airplane
I started to understand the basics. It took building the RV-10 to REALLY understand,
it took test flying to REALLY understand all of the details and precision
of test flying. I think getting up to my elbows in the engine tear-down and
assembly will help me fully understand the engine. Even though I spent my
life before aviation in racing and have had countless engines in pieces, aircraft
engines are different animals. Thanks again - Jason
>
> --------
> Jason Kreidler
> 4 Partner Build - Sheboygan Falls, WI
> Tony Kolar, Kyle Hokel, Wayne Elser, Jason Kreidler
> N44YH - Flying - #40617
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=398792#398792
>
>
> -----
> No virus found in this message.
> Checked by AVG - www.avg.com
>
>
Message 4
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| Subject: | Re: IO540 hot starts |
Keep in mind that there are at least two ways of installing the Airflow
system..purge valve dumps overboard, or connected back to fuel tank.
There are probably more variations. Each one will call for a different
technique.
There are arguments about benefits/costs/disadvantages to each system,
kind of like which primer to use/not use.
All I can say is I favor KISS, if a simple system works, I don't need a
more complicated system. Each builder is free to make their own choices,
which hopefully will be best for them and fulfill their objectives, but
may be all wrong for the next builder. Having this forum to share our
successes and, umm, less than outstanding choices is what it is all about.
Kelly
On 4/17/2013 5:22 AM, jkreidler wrote:
>
> Of course all of this is different if you have the Airflow Performance system
and a purge valve. So just for a data point, since that is what we fly...
>
> Cold start: Mixture full rich, throttle 1/8", purge valve full out (fuel being
pumped back to the tanks), fuel pump on until fuel flow stabilizes. Purge valve
full in for the count of 6, crank engine, after it fires purge valve full
in.
>
> Hot start: Mixture full rich, throttle half open, purge valve full out (hot fuel
being pumped back to the tanks), fuel pump on until fuel flow stabilizes (be
generous with the amount of time so you get cool fuel), purge valve in for
the count of 2 (this is to fill the injector lines between the spider and the
nozzles), purge valve out, crank engine, once it fires purge valve full in, retard
throttle as the engine fully catches.
>
> As I understand the function and purpose of the purge valve it falls into the
"if you can't fix it, feature it" category. The mixture control valve on the
Airflow Performance system at idle cut off does not fully cut fuel, so there
is a chance you could still feed a super lean mixture of fuel to the injectors.
So, they added the purge valve. I am not digging at all on the system, I really
like it, it functions well, and the support is fantastic. Just pointing
out the reason...
>
> Thanks - Jason
>
> --------
> Jason Kreidler
> 4 Partner Build - Sheboygan Falls, WI
> Tony Kolar, Kyle Hokel, Wayne Elser, Jason Kreidler
> N44YH - Flying - #40617
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=398793#398793
>
>
-----
No virus found in this message.
Checked by AVG - www.avg.com
Message 5
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| Subject: | Re: lycoming engine school |
Even those items vary, depending on vintage of your parts. Valve wobble
at 400 hours with pre-1997 valve guides, 1000 hours with current
production parts.
Most experienced A&Ps will tell you to inspect and repair as needed for
mags at 500 hours, overhaul at 1000 hours. Some will suggest replacement
of Slick mags at 1000 hours, as the overhaul costs are very close to
cost of new mags.
Kelly
A&P/IA
On 4/17/2013 5:32 AM, Linn wrote:
>
> Jason is right. Our aircraft engines are different than car engines
> .... especially today's car engines. Our engines are locked in a
> time warp ..... they're rock simple and the tolerances are so large
> you can almost use your finger as a feeler gauge!! OK so I fudged a
> little or have small fingers .... ;-)
>
> But they are that way for a reason .... they are reliable. That is if
> you do things like the valve wobble test (SB388) which most A&Ps don't
> do and have your mags overhauled every 500 hours.
> Linn
>
-----
No virus found in this message.
Checked by AVG - www.avg.com
Message 6
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| Subject: | Andair fuel pump |
Is the Andair PX375TC currently the best fuel boost pump for the RV10? Alternatives?
Best source for the Andair pump?
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=398814#398814
Message 7
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| Subject: | Re: Andair fuel pump |
I have the AirFlow Performance pump in the RV-10 and in the RV-8A for 11 years
now. No problems what so ever. This is the one Van's sells.
Carl
On Apr 17, 2013, at 1:09 PM, "bob88" <marty.crooks@comcast.net> wrote:
>
> Is the Andair PX375TC currently the best fuel boost pump for the RV10? Alternatives?
Best source for the Andair pump?
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=398814#398814
>
>
>
>
>
>
>
>
>
>
Message 8
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| Subject: | Flap trailing edge Proseal |
What are thoughts on prosealing the trailing edges of the Flaps? I don't
have the proseal (not hard to get obviously) but is it necessary? I
have prosealed the rudder, elevators and ailerons so I'm familiar with
the process, just not sure if it's necessary.
Couldn't find anything in the archives so sorry if this has been
discussed.
Bill
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