---------------------------------------------------------- RV10-List Digest Archive --- Total Messages Posted Tue 04/23/13: 20 ---------------------------------------------------------- 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 _____________________________________ Time: 04:31:50 AM PST US Subject: RV10-List: Re: What's the nose and main wheels required tire pressure? From: "rv10flyer" 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 ________________________________ Message 2 _____________________________________ Time: 04:32:25 AM PST US Subject: RV10-List: Re: What's the nose and main wheels required tire pressure? From: "rv10flyer" 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 ________________________________ Message 3 _____________________________________ Time: 04:45:49 AM PST US From: Linn 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 > > ________________________________ Message 4 _____________________________________ Time: 05:00:10 AM PST US Subject: Re: RV10-List: approach to landing From: Jesse Saint 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 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 > > > > > ________________________________ Message 5 _____________________________________ Time: 05:42:50 AM PST US Subject: RV10-List: Re: approach to landing From: "rv10flyer" 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 ________________________________ Message 6 _____________________________________ Time: 06:05:28 AM PST US From: "Seano" Subject: Re: RV10-List: 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" 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 >> >> > > > ________________________________ Message 7 _____________________________________ Time: 06:47:01 AM PST US From: Kelly McMullen Subject: Re: RV10-List: 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 _____________________________________ Time: 07:06:42 AM PST US Subject: Re: RV10-List: Re: What's the nose and main wheels required tire pressure? From: Dj Merrill 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 _____________________________________ Time: 08:04:42 AM PST US From: Bill Watson Subject: Re: RV10-List: 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 ____________________________________ Time: 12:48:57 PM PST US Subject: RV10-List: GPS antenna screws too short From: "Mike Whisky" 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 ____________________________________ Time: 01:09:08 PM PST US Subject: RV10-List: Engine purchase From: "bob88" 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 ____________________________________ Time: 01:21:25 PM PST US From: "Rene Felker" Subject: RE: RV10-List: Engine purchase 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 ____________________________________ Time: 01:22:23 PM PST US Subject: Re: RV10-List: Engine purchase From: Jesse Saint 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 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 ____________________________________ Time: 01:22:27 PM PST US Subject: Re: RV10-List: Engine purchase From: Kelly McMullen 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 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 ____________________________________ Time: 01:27:19 PM PST US Subject: RV10-List: Re: approach to landing From: "Bob Turner" 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 ________________________________ Message 16 ____________________________________ Time: 01:48:20 PM PST US Subject: Re: RV10-List: GPS antenna screws too short From: Bob Leffler Mine were just standard 8-32 screws. Sent from my iPhone On Apr 23, 2013, at 3:47 PM, "Mike Whisky" 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 ________________________________ Message 17 ____________________________________ Time: 02:22:47 PM PST US Subject: RE: RV10-List: Engine purchase From: "Rhonda Bewley" 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 ____________________________________ Time: 02:30:51 PM PST US Subject: RV10-List: Re: What's the nose and main wheels required tire pressure? From: "Bob Turner" 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 ____________________________________ Time: 03:18:24 PM PST US Subject: Re: RV10-List: Engine purchase From: Bob Leffler 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" 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 ________________________________ Message 20 ____________________________________ Time: 03:58:14 PM PST US Subject: RV10-List: Re: Engine purchase From: "johngoodman" At that price, make sure it was never on an Airboat.... -------- #40572 Phase One complete and flying. 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