Today's Message Index:
----------------------
1. 04:31 AM - Re: What's the nose and main wheels required tire pressure? (rv10flyer)
2. 04:32 AM - Re: What's the nose and main wheels required tire pressure? (rv10flyer)
3. 04:45 AM - approach to landing (Linn)
4. 05:00 AM - Re: approach to landing (Jesse Saint)
5. 05:42 AM - Re: approach to landing (rv10flyer)
6. 06:05 AM - Re: approach to landing (Seano)
7. 06:47 AM - Re: Re: What's the nose and main wheels required tire pressure? (Kelly McMullen)
8. 07:06 AM - Re: Re: What's the nose and main wheels required tire pressure? (Dj Merrill)
9. 08:04 AM - Re: approach to landing (Bill Watson)
10. 12:48 PM - GPS antenna screws too short (Mike Whisky)
11. 01:09 PM - Engine purchase (bob88)
12. 01:21 PM - Re: Engine purchase (Rene Felker)
13. 01:22 PM - Re: Engine purchase (Jesse Saint)
14. 01:22 PM - Re: Engine purchase (Kelly McMullen)
15. 01:27 PM - Re: approach to landing (Bob Turner)
16. 01:48 PM - Re: GPS antenna screws too short (Bob Leffler)
17. 02:22 PM - Re: Engine purchase (Rhonda Bewley)
18. 02:30 PM - Re: What's the nose and main wheels required tire pressure? (Bob Turner)
19. 03:18 PM - Re: Engine purchase (Bob Leffler)
20. 03:58 PM - Re: Engine purchase (johngoodman)
Message 1
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| Subject: | Re: What's the nose and main wheels required tire pressure? |
If moisture is present it contributes to a greater change in pressure simply because
at lower temperatures water condenses to become a liquid. The liquid form
of water occupies very little volume and contributes only a negligible pressure
to the tire. But at higher temperatures, such as those in a running tire,
water evaporates inside the tire and becomes a gas which increases pressure in
the tire.
--------
Wayne G.
SB 12/01/2009-12/01/2011
TT= 103
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=399203#399203
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| Subject: | Re: What's the nose and main wheels required tire pressure? |
1% Water Vapor and Other Gases Escapes up to 250 times faster than Nitrogen
21% Oxygen Escapes 3-4 times faster than Nitrogen
78% Nitrogen The largest molecule in
air, dry, non-flammable.
--------
Wayne G.
SB 12/01/2009-12/01/2011
TT= 103
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=399204#399204
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| Subject: | approach to landing |
I fly a couple of airplanes .... some with flaps, some without. My
finals are higher, steeper, and slower than my fellow pilots. l try to
keep my energy vector down the runway short because, like Wayne, I don't
do the braking thingy preferring airplane drag over brake pad
replacement. So, since I'm not flying the -10 yet, does it do a steep
approach well?
Linn
On 4/22/2013 11:01 PM, rv10flyer wrote:
>
> I pressurize nose to 45 and mains to 47 psi(5 over). My std Van's provided tires/tubes
lose 1 psi/month. Recheck every four months. I remove the nose pant
and fwd half of mains to inspect and clean while in there. Our pressures need
to be close to specs for proper energy absorption.
>
> After 103 hrs my brake pads have worn less than 1/16" from new dimension. It
helps when you don't jam the brakes on to make that first turn off', maintain
70 kts on final and use the rudder to steer as much as possible.
>
> --------
> Wayne G.
> SB 12/01/2009-12/01/2011
> TT= 103
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=399184#399184
>
>
> -----
> No virus found in this message.
> Checked by AVG - www.avg.com
>
>
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| Subject: | Re: approach to landing |
It does do a steep approach well, but it is a little harder to keep your speed
down than with, say, a Cessna or Piper, just because it is so clean. I find I
approach a little steeper than the VASI at about 65kias on short final with full
flaps.
Jesse Saint
I-TEC, Inc.
jesse@itecusa.org
www.itecusa.org
www.mavericklsa.com
C: 352-427-0285
O: 352-465-4545
F: 815-377-3694
Sent from my iPhone
On Apr 23, 2013, at 7:45 AM, Linn <flying-nut@cfl.rr.com> wrote:
>
> I fly a couple of airplanes .... some with flaps, some without. My finals are
higher, steeper, and slower than my fellow pilots. l try to keep my energy vector
down the runway short because, like Wayne, I don't do the braking thingy
preferring airplane drag over brake pad replacement. So, since I'm not flying
the -10 yet, does it do a steep approach well?
> Linn
>
>
> On 4/22/2013 11:01 PM, rv10flyer wrote:
>>
>> I pressurize nose to 45 and mains to 47 psi(5 over). My std Van's provided tires/tubes
lose 1 psi/month. Recheck every four months. I remove the nose pant
and fwd half of mains to inspect and clean while in there. Our pressures need
to be close to specs for proper energy absorption.
>>
>> After 103 hrs my brake pads have worn less than 1/16" from new dimension. It
helps when you don't jam the brakes on to make that first turn off', maintain
70 kts on final and use the rudder to steer as much as possible.
>>
>> --------
>> Wayne G.
>> SB 12/01/2009-12/01/2011
>> TT= 103
>>
>>
>>
>>
>> Read this topic online here:
>>
>> http://forums.matronics.com/viewtopic.php?p=399184#399184
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>> -----
>> No virus found in this message.
>> Checked by AVG - www.avg.com
>
>
>
>
>
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| Subject: | Re: approach to landing |
At gross weight 2700 lbs, I maintain a minimum of 70 kts with full flaps, no or
little power, descend at plus or minus 1200 fpm. My 1G stall speed with full
flaps at gross is 53-54 KIAS. During our landing flare, my wife usually notices
about 65 KIAS when the wing gives up. On a perfect landing(ha), I want to be
1-2" AGL when this occurs. I think this IAS difference is due to acceleration
and possibly static port area pressure reduction. Steeper approaches hopefully
prepare me for that possible engine out. I don't use this approach with new
passengers or if any of us are having pressure equalization issues. It shortens
the time between flare initiation and touch down to about 5-10 seconds, so one
must always get it right or be ready to add some power in quickly to arrest
the high sink rate if you flare too high. Ground effect cannot always save the
day with short wings and fully loaded, so be careful. If you flare too late
the nose gear will take a beating, but it is pretty tough...not something we want
to make a habit of. I have never had to slip to get that steep approach like
I did in the 172's. The CS prop, big flaps and short wings are plenty enough.
Bringing it in on a normal 3 deg glideslope with some power sure makes landings
easier and smoother, but I like the windshield full of runway, elevator ride
and challenge most of the time.
--------
Wayne G.
SB 12/01/2009-12/01/2011
TT= 103
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=399212#399212
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| Subject: | Re: approach to landing |
My RV-10 is on the fwd CG when I'm alone. This makes steeper approaches a
little more tricky than other planes I have flown. If I carry weight in the
back and/or carry some power with the steep approach it helps in the flare.
----- Original Message -----
From: "Linn" <flying-nut@cfl.rr.com>
Sent: Tuesday, April 23, 2013 5:45 AM
Subject: RV10-List: approach to landing
>
> I fly a couple of airplanes .... some with flaps, some without. My finals
> are higher, steeper, and slower than my fellow pilots. l try to keep my
> energy vector down the runway short because, like Wayne, I don't do the
> braking thingy preferring airplane drag over brake pad replacement. So,
> since I'm not flying the -10 yet, does it do a steep approach well?
> Linn
>
>
> On 4/22/2013 11:01 PM, rv10flyer wrote:
>>
>> I pressurize nose to 45 and mains to 47 psi(5 over). My std Van's
>> provided tires/tubes lose 1 psi/month. Recheck every four months. I
>> remove the nose pant and fwd half of mains to inspect and clean while in
>> there. Our pressures need to be close to specs for proper energy
>> absorption.
>>
>> After 103 hrs my brake pads have worn less than 1/16" from new dimension.
>> It helps when you don't jam the brakes on to make that first turn off',
>> maintain 70 kts on final and use the rudder to steer as much as possible.
>>
>> --------
>> Wayne G.
>> SB 12/01/2009-12/01/2011
>> TT= 103
>>
>>
>>
>>
>> Read this topic online here:
>>
>> http://forums.matronics.com/viewtopic.php?p=399184#399184
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>> -----
>> No virus found in this message.
>> Checked by AVG - www.avg.com
>>
>>
>
>
>
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| Subject: | Re: What's the nose and main wheels required tire pressure? |
Hmm, that doesn't explain why we don't get to nearly pure nitrogen in
tires after adding air a few times.
On 4/23/2013 4:32 AM, rv10flyer wrote:
>
> 1% Water Vapor and Other Gases Escapes up to 250 times faster than Nitrogen
>
> 21% Oxygen Escapes 3-4 times faster than Nitrogen
>
> 78% Nitrogen The largest molecule in
> air, dry, non-flammable.
>
> --------
> Wayne G.
> SB 12/01/2009-12/01/2011
> TT= 103
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=399204#399204
>
>
-----
No virus found in this message.
Checked by AVG - www.avg.com
Message 8
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| Subject: | Re: What's the nose and main wheels required tire pressure? |
On my Glastar, the left main typically needs air every couple of months.
The right main typically needs air every 6-7 months. The nose wheel
only needs air about once per year.
Ironically, the left main is one of the special "leak guard" tubes,
whereas the right main is just a regular old cheap tube. Go figure.
I think it has more to do with the tube construction and valve seating
rather than what type of gas you put in.
-Dj
--
Dj Merrill - N1JOV - VP EAA Chapter 87
Sportsman 2+2 Builder #7118 N421DJ - http://deej.net/sportsman/
Glastar Flyer N866RH - http://deej.net/glastar/
Message 9
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| Subject: | Re: approach to landing |
I find the flaps quite effective and an idling CS prop to be a great
drag brake. I come over trees to a downhill landing quite a bit and
find it easy to do. It handles so well and easily, it can be kept in
close, tight and steep when desired... like when overhead as a Cirrus
lands long and hot and you want to beat him to the gas pump (I swear, I
didn't mean to beat you to the pump, please, you go first since you
landed first.... )
Having said that, I like carrying some power over the threshold. When
'normally loaded', i.e. no passengers in rear seats but with 50lbs of
luggage, I find it the easiest plane to get a 'roll-on', nose high
landing with little float. It doesn't stall in that configuration but
ends up with full back stick at touchdown. The control balance and
harmony is just perfect.
However, as I discussed with Wayne awhile ago, if I'm loaded with 2 in
the back it takes good timing in the flare or carrying some power to get
a good result.
Bill "at 290 hours thinking I need to give the original pads another
look" Watson
On 4/23/2013 7:45 AM, Linn wrote:
>
> I fly a couple of airplanes .... some with flaps, some without. My
> finals are higher, steeper, and slower than my fellow pilots. l try to
> keep my energy vector down the runway short because, like Wayne, I
> don't do the braking thingy preferring airplane drag over brake pad
> replacement. So, since I'm not flying the -10 yet, does it do a steep
> approach well?
> Linn
>
>
> On 4/22/2013 11:01 PM, rv10flyer wrote:
>>
>> I pressurize nose to 45 and mains to 47 psi(5 over). My std Van's
>> provided tires/tubes lose 1 psi/month. Recheck every four months. I
>> remove the nose pant and fwd half of mains to inspect and clean while
>> in there. Our pressures need to be close to specs for proper energy
>> absorption.
>>
>> After 103 hrs my brake pads have worn less than 1/16" from new
>> dimension. It helps when you don't jam the brakes on to make that
>> first turn off', maintain 70 kts on final and use the rudder to steer
>> as much as possible.
>>
>> --------
>> Wayne G.
>> SB 12/01/2009-12/01/2011
>> TT= 103
>>
>>
>>
>>
>> Read this topic online here:
>>
>> http://forums.matronics.com/viewtopic.php?p=399184#399184
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>> -----
>> No virus found in this message.
>> Checked by AVG - www.avg.com
>>
>>
>
>
> -----
> No virus found in this message.
> Checked by AVG - www.avg.com
>
>
Message 10
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| Subject: | GPS antenna screws too short |
Does anyone know the type of screws used for the Garmin GPS antenna, I need longer
ones than those provided. See attached picture.
Thanks Mike
--------
RV-10 builder (final assembly)
#511
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=399235#399235
Attachments:
http://forums.matronics.com//files/image_120.jpg
Message 11
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I have located Lycoming IO540 C4B5 (as opposed to the Vans current D4A5 model)
with 700 hr on it for $18.5K. Anyone have opinions about the price or the difference
in the model?
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=399236#399236
Message 12
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That is what I have on my RV-10. Did not have any problems with it.
No opinion on price. But, I bought a used engine and regretted it. Really
sis not save me enough to make a difference.
Rene' Felker
N423CF
801-721-6080
-----Original Message-----
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of bob88
Sent: Tuesday, April 23, 2013 2:09 PM
Subject: RV10-List: Engine purchase
I have located Lycoming IO540 C4B5 (as opposed to the Vans current D4A5
model) with 700 hr on it for $18.5K. Anyone have opinions about the price or
the difference in the model?
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=399236#399236
Message 13
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| Subject: | Re: Engine purchase |
The C4B5 is virtually identical, except it may have the different engine mount
ears (which you can change out). What plane did it come out of? What accessories
does it have. If it is a complete engine with good Fuel Injection system, mags
with 500 hr check done, good harnesses, starter, ring gear, fuel pump, etc,
and NO PROP STRIKE, then you might have a good buy. You can run the C4B5 at
2,700rpm for 260HP if you have the 8.5:1 pistons. If it was originally setup as
250HP, then they were running it at 2,575rpm. If it was 235HP, then it would
be the lower compression pistons (7.2:1, I think). We have 1,300 hours on our
C4B5 now and it keeps on going.
Jesse Saint
Saint Aviation, Inc.
jesse@saintaviation.com
C: 352-427-0285
F: 815-377-3694
On Apr 23, 2013, at 4:08 PM, bob88 <marty.crooks@comcast.net> wrote:
>
> I have located Lycoming IO540 C4B5 (as opposed to the Vans current D4A5 model)
with 700 hr on it for $18.5K. Anyone have opinions about the price or the difference
in the model?
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=399236#399236
>
>
>
>
>
>
>
>
>
>
Message 14
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| Subject: | Re: Engine purchase |
Given that most fresh overhauled and new engines are north of $40K now,
doesn't sound bad, depending on how old since last overhaul in calendar
time, what kind of use it had and whether there is any hint of a prop
strike in its history.
There is no difference in model, just in rpm limit on data plate. At 2575
redline it is rated at 250 hp. Dial the governor up to 2700 and it makes
260 and is now a D4A5.
On Tue, Apr 23, 2013 at 1:08 PM, bob88 <marty.crooks@comcast.net> wrote:
>
> I have located Lycoming IO540 C4B5 (as opposed to the Vans current D4A5
> model) with 700 hr on it for $18.5K. Anyone have opinions about the price
> or the difference in the model?
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=399236#399236
>
>
--
- sent from the microchip implanted in my forearm
Message 15
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| Subject: | Re: approach to landing |
You'll notice a significant difference between partial flaps and full flaps. That
last notch induces a significant nose down pitch, and it's about right without
further trimming to maintain the speed you had. And yes, full flaps and no
power is reasonably steep. Not quite like a 182, but not too far different. The
10 has a powerful rudder, good in cross winds, and it does slip well if you
need to lose even more altitude.
As others have noted, at forward cg and full flaps it won't do a full stall landing,
so landing speeds are a bit higher than with aft cg.
--------
Bob Turner
RV-10 QB
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=399241#399241
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| Subject: | Re: GPS antenna screws too short |
Mine were just standard 8-32 screws.
Sent from my iPhone
On Apr 23, 2013, at 3:47 PM, "Mike Whisky" <rv-10@wellenzohn.net> wrote:
Does anyone know the type of screws used for the Garmin GPS antenna, I need longer
ones than those provided. See attached picture.
Thanks Mike
--------
RV-10 builder (final assembly)
#511
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=399235#399235
Attachments:
http://forums.matronics.com//files/image_120.jpg
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Bob:
Seems like a good price if you are going to put it on your airplane as a
mid-time engine. Too much to pay if it is in need of overhaul. Things
to verify include whether or not the crankshaft is affected by any of
the ADs requiring replacement, whether it is complete, does it have
corrosion in the cylinders or on the cam/lifters. Also, verify if it
has cylinders that are affected by any SB or AD.
I would want the seller to guarantee that the crankshaft and crankcases
are repairable if it were me. If I were you, I'd ask to see the
logbooks and detailed parts list if the 700 hours are from overhaul
rather than new.
Good luck!
Rhonda Barrett-Bewley
Barrett Precision Engines
2870-B N. Sheridan Rd.
Tulsa, OK 74115
(918) 835-1089 phone
(918) 835-1754 fax
www.barrettprecisionengines.com
-----Original Message-----
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of bob88
Sent: Tuesday, April 23, 2013 3:09 PM
Subject: RV10-List: Engine purchase
I have located Lycoming IO540 C4B5 (as opposed to the Vans current D4A5
model) with 700 hr on it for $18.5K. Anyone have opinions about the
price or the difference in the model?
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=399236#399236
Message 18
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| Subject: | Re: What's the nose and main wheels required tire pressure? |
Wayne,
I believe what you are quoting are not "escape rates" but rather the diffusion
coefficients of O2 and N2 thru rubber, in units of "number of molecules per thickness
per area per partial pressure difference".
To get the diffusion rate you need to multiply these numbers by the difference
in partial pressures (inside to outside). For a typical plane tire (filled to
45 psig, or 60 psi absolute) the difference in partial pressures are 36 psi for
N2, 9 psi for O2; so in fact the rate of loss (assuming the diffusion coefficient
for O2 is 4 times higher) is the same for both. Now, because there is less
oxygen, a given number loss results in a larger fractional loss, so this will
result in a net loss of total pressure which is faster than pure N2, and can
be seen in carefully controlled laboratory experiments, but it is nowhere near
4 times faster. Furthermore, as has been pointed out, after one or two re-fills
of air the tire has become enriched with N2 and depleted of O2, and is essentially
similar to the original all N2 tire, which will have O2 leaking in from
the outside until it has 3 psi (absolute) of O2 inside.
--------
Bob Turner
RV-10 QB
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=399250#399250
Message 19
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| Subject: | Re: Engine purchase |
You may want a local a&p to take a peek at the cylinders. A friend purchased a
used engine that had been setting for a year in Las Vegas. That's not a place
where you would expect moisture issues. Sure enough, a boroscope found some
corrosion. He ended up negotiating a significant discount, which paid for a top
overhaul from Rhonda and Allan. After Allan was finished, he now has an engine
in a very known state.
I would give Rhonda a call directly. She'll make sure you know all the questions
to ask and what typical costs are if you need them to overhaul all or just
parts. Then you'll be well armed to negotiate.
You can't get better support than what Rhonda and Allan provides.
Bob
Sent from my iPhone
On Apr 23, 2013, at 5:21 PM, "Rhonda Bewley" <Rhonda@bpaengines.com> wrote:
Bob:
Seems like a good price if you are going to put it on your airplane as a
mid-time engine. Too much to pay if it is in need of overhaul. Things
to verify include whether or not the crankshaft is affected by any of
the ADs requiring replacement, whether it is complete, does it have
corrosion in the cylinders or on the cam/lifters. Also, verify if it
has cylinders that are affected by any SB or AD.
I would want the seller to guarantee that the crankshaft and crankcases
are repairable if it were me. If I were you, I'd ask to see the
logbooks and detailed parts list if the 700 hours are from overhaul
rather than new.
Good luck!
Rhonda Barrett-Bewley
Barrett Precision Engines
2870-B N. Sheridan Rd.
Tulsa, OK 74115
(918) 835-1089 phone
(918) 835-1754 fax
www.barrettprecisionengines.com
-----Original Message-----
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of bob88
Sent: Tuesday, April 23, 2013 3:09 PM
Subject: RV10-List: Engine purchase
I have located Lycoming IO540 C4B5 (as opposed to the Vans current D4A5
model) with 700 hr on it for $18.5K. Anyone have opinions about the
price or the difference in the model?
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=399236#399236
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| Subject: | Re: Engine purchase |
At that price, make sure it was never on an Airboat....
--------
#40572 Phase One complete and flying.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=399255#399255
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