Today's Message Index:
----------------------
1. 08:47 AM - Re: Oil Canning of the Bottom Wing Skin (Dave Fritzsche (Building))
2. 08:49 AM - Re: Re: Fuel Pump Issue (Dave Saylor)
3. 09:07 AM - Re: Oil Canning of the Bottom Wing Skin (Carl Froehlich)
4. 09:23 AM - power settings for descent or climbs (Pascal)
5. 10:19 AM - Re: power settings for descent or climbs (Jim Berry)
6. 11:12 AM - Re: power settings for descent or climbs (Carl Froehlich)
7. 11:40 AM - Re: power settings for descent or climbs (Pascal)
8. 01:29 PM - Re: power settings for descent or climbs (Kelly McMullen)
9. 02:01 PM - Re: power settings for descent or climbs (Nikolaos Napoli)
10. 02:03 PM - Re: power settings for descent or climbs (P Reid)
11. 02:18 PM - Re: power settings for descent or climbs (Bob Turner)
12. 02:46 PM - Re: power settings for descent or climbs (Carl Froehlich)
13. 03:03 PM - Re: Fuel Pump Issue (hotwheels)
14. 04:19 PM - Re: Re: Fuel Pump Issue (Bob Leffler)
15. 05:35 PM - Re: Re: Fuel Pump Issue (Kelly McMullen)
Message 1
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| Subject: | Re: Oil Canning of the Bottom Wing Skin |
I know this is an old message, but you mentioned trimming the bottom
skin. How did you trim the skin to remove the small amount and preserve
the squareness of the bottom skin?
Dave
~~~~~~~~~~~~~~
Dave Fritzsche
40813
Puyallup, WA
Wings
On 7/16/2008 5:47 AM, Wayne Hadath wrote:
>
> There has been discussion in the past about oil canning of the bottom
> wing skin. I do not know if this will be true for all kits but I just
> installed the right skin and it needed trimming at the main spar edge.
> It was necessary to remove between 1/32 and 1/16 to get the skin to
> lay flat. If I had not trimmed it the skin would have butted up
> against the forward skin and this would have created lots of oil
> canning. With the skin trimmed and largely using Vans instruction the
> skin is tight, a small ding here and there but tight. Bruising should
> heal in a week or so.
>
> Wayne Hadath
>
> F1 Rocket C-FAUH 260 hrs
>
>
> Checked by AVG.
> 15/07/2008 6:03 PM
> *
>
>
> *
Message 2
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| Subject: | Re: Fuel Pump Issue |
This might be semantics but that looks like a +/-1.5% fluctuation.
Assuming you're using a red cube, EI claims 2%, but they don't say if it's
+/- or overall. I see similar fluctuations. I figured it was just noise.
Dave Saylor
831-750-0284 CL
On Mon, Oct 28, 2013 at 6:02 PM, Pascal <rv10flyer@live.com> wrote:
>
> I have a post 2008 and I have seen fuel pressure issues in a climb once
> out of 101F in Arizona and after a 2nd takeoff in 90F SoCal, right after
> refueling. In both cases the VP-200 threw in the autoboost and it was gon
e.
> It happens, but rarely. Engine has no idea there is a problem or it doesn
=99t
> sound like it does anyway
>
> My biggest issue remains the fuel flow- it will vary from 10.2gph to 9.9
> without changing a thing, than go back up to 10.1 and back and forth
> in-between.
> Pascal
>
> -----Original Message----- From: Bob Turner
> Sent: Monday, October 28, 2013 12:28 PM
> To: rv10-list@matronics.com
> Subject: RV10-List: Re: Fuel Pump Issue
>
>
> The physicist in me feels compelled to point out that the fuel pump does
> not pull fuel up to the fuel valve. This is like a siphon; atmospheric ai
r
> pressure is sufficient to push the fuel up to the valve, and back to the
> tunnel floor. However, the conclusion that pressure is reduced at the hig
h
> point is correct.
>
> I have a stock Vans setup and have never seen anything like a vapor lock
> issue, including some very hot weather flying. But I also have the post
> 2008 setup where Vans lowered the fuel valve location. Do those seeing
> problems have the earlier, higher mounted valves?
>
> --------
> Bob Turner
> RV-10 QB
>
>
> Read this topic online here:
>
> http://forums.matronics.com/**viewtopic.php?p=411621#411621<http://foru
ms.matronics.com/viewtopic.php?p=411621#411621>
>
>
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ronics.com/Navigator?RV10-List>
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Message 3
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| Subject: | Oil Canning of the Bottom Wing Skin |
Very carefully using your Vixen file. Take a little at a time, cleko the
skin back on, remark the area to trim, repeat.
Easier than it sounds.
Carl
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Dave Fritzsche
(Building)
Sent: Tuesday, October 29, 2013 11:46 AM
Subject: Re: RV10-List: Oil Canning of the Bottom Wing Skin
I know this is an old message, but you mentioned trimming the bottom skin.
How did you trim the skin to remove the small amount and preserve the
squareness of the bottom skin?
Dave
~~~~~~~~~~~~~~
Dave Fritzsche
40813
Puyallup, WA
Wings
On 7/16/2008 5:47 AM, Wayne Hadath wrote:
There has been discussion in the past about oil canning of the bottom wing
skin. I do not know if this will be true for all kits but I just installed
the right skin and it needed trimming at the main spar edge. It was
necessary to remove between 1/32 and 1/16 to get the skin to lay flat. If I
had not trimmed it the skin would have butted up against the forward skin
and this would have created lots of oil canning. With the skin trimmed and
largely using Vans instruction the skin is tight, a small ding here and
there but tight. Bruising should heal in a week or so.
Wayne Hadath
F1 Rocket C-FAUH 260 hrs
Checked by AVG.
15/07/2008 6:03 PM
Message 4
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| Subject: | power settings for descent or climbs |
Looking for the initial reduction/increase power change needed for
climbs or descents to keep the same airspeed? (example- landing at
120kts, aircraft is setup at cruise to be at 120kts when reach OM, how
much power would I need to pull for every 100 fpm? so if it=99s
500fpm it would be 5X that setting)
Thank you!
Pascal
Message 5
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| Subject: | Re: power settings for descent or climbs |
If you are landing at 120 K, I hope you have a very long runway. Only partially
answering your question, I get the following from my -10:
17" clean = 120K
15" clean = 110K
12" & flaps1 = 85K with 500 fpm descent
Jim Berry
RV-10
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=411688#411688
Message 6
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| Subject: | power settings for descent or climbs |
Here is a start I did for this. Adjust as needed.
I have been using 120 knots for initial approach, 100 knots at the IAP,
and 87 knots at the FAF (full flap speed).
Carl
N7ZK Power/Speed Configuration Setting
May 26, 2013
MP RPM IAS VS
Climb 24 2400 130 1000
Cruise Dec 14 2300 130 -500
18 2350 170 -500
Appr Level 18 2200 120 ----
Prec Appr Dec 14 2200 87 -300
N-Pres Appr Dec 12 2200 87 -700
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Pascal
Sent: Tuesday, October 29, 2013 12:24 PM
Subject: RV10-List: power settings for descent or climbs
Looking for the initial reduction/increase power change needed for
climbs or descents to keep the same airspeed? (example- landing at
120kts, aircraft is setup at cruise to be at 120kts when reach OM, how
much power would I need to pull for every 100 fpm? so if it=99s
500fpm it would be 5X that setting)
Thank you!
Pascal
Message 7
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| Subject: | Re: power settings for descent or climbs |
Thank you Carl! what I was looking for as a start.
Pascal
From: Carl Froehlich
Sent: Tuesday, October 29, 2013 11:12 AM
Subject: RE: RV10-List: power settings for descent or climbs
Here is a start I did for this. Adjust as needed.
I have been using 120 knots for initial approach, 100 knots at the IAP,
and 87 knots at the FAF (full flap speed).
Carl
N7ZK Power/Speed Configuration Setting
May 26, 2013
MP RPM IAS VS
Climb 24 2400 130 1000
Cruise Dec 14 2300 130 -500
18 2350 170 -500
Appr Level 18 2200 120 ----
Prec Appr Dec 14 2200 87 -300
N-Pres Appr Dec 12 2200 87 -700
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Pascal
Sent: Tuesday, October 29, 2013 12:24 PM
Subject: RV10-List: power settings for descent or climbs
Looking for the initial reduction/increase power change needed for
climbs or descents to keep the same airspeed? (example- landing at
120kts, aircraft is setup at cruise to be at 120kts when reach OM, how
much power would I need to pull for every 100 fpm? so if it=99s
500fpm it would be 5X that setting)
Thank you!
Pascal
http://www.matronics.com/Navigator?RV10-Listhttp://forums.matronics.comht
tp://www.matronics.com/contribution
Message 8
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| Subject: | Re: power settings for descent or climbs |
You must not fly into very many busy airports. Why not fly 120 to Loc
intercept and 100 from FAF to DH? Most any precision approach will have
at least 7-8000 ft runway to get slowed down to land, and you are only
needing to lose 30 kts with flaps.
I use 105 from turn on to final in my Mooney and that is due to gear
speed limit of 105, so I can drop gear at glideslope intercept. No
problem slowing from there to 70 kts over runway end with the same 87kt
flap speed limit as the -10. I don't use flaps until have runway in
sight. Makes for easier missed approach and better fit with faster traffic.
On 10/29/2013 11:12 AM, Carl Froehlich wrote:
> Here is a start I did for this. Adjust as needed.
>
>
>
> I have been using 120 knots for initial approach, 100 knots at the IAP, and 87
knots at the FAF (full flap speed).
>
>
>
> Carl
>
>
>
> N7ZK Power/Speed Configuration Setting
>
> May 26, 2013
>
>
>
> MP RPM IAS VS
>
> Climb 24 2400 130 1000
>
>
>
> Cruise Dec 14 2300 130 -500
>
> 18 2350 170 -500
>
>
>
> Appr Level 18 2200 120 ----
>
>
>
> Prec Appr Dec 14 2200 87 -300
>
>
>
> N-Pres Appr Dec 12 2200 87 -700
>
>
>
>
>
>
>
> From: owner-rv10-list-server@matronics.com [mailto:owner-rv10-list-server@matronics.com] On Behalf Of Pascal
> Sent: Tuesday, October 29, 2013 12:24 PM
> To: rv10-list@matronics.com
> Subject: RV10-List: power settings for descent or climbs
>
>
>
> Looking for the initial reduction/increase power change needed for climbs or
descents to keep the same airspeed? (example- landing at 120kts, aircraft is setup
at cruise to be at 120kts when reach OM, how much power would I need to pull
for every 100 fpm? so if its 500fpm it would be 5X that setting)
>
> Thank you!
>
>
>
> Pascal
>
>
>
>
>
>
>
Message 9
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| Subject: | Re: power settings for descent or climbs |
I think if the weather is down to minimums you might want to come in slow to give
yourself the best chance of seeing the runway.
Nikolaos Napoli
> On Oct 29, 2013, at 4:28 PM, Kelly McMullen <kellym@aviating.com> wrote:
>
>
> You must not fly into very many busy airports. Why not fly 120 to Loc intercept
and 100 from FAF to DH? Most any precision approach will have at least 7-8000
ft runway to get slowed down to land, and you are only needing to lose 30 kts
with flaps.
> I use 105 from turn on to final in my Mooney and that is due to gear speed limit
of 105, so I can drop gear at glideslope intercept. No problem slowing from
there to 70 kts over runway end with the same 87kt flap speed limit as the -10.
I don't use flaps until have runway in sight. Makes for easier missed approach
and better fit with faster traffic.
>
>> On 10/29/2013 11:12 AM, Carl Froehlich wrote:
>> Here is a start I did for this. Adjust as needed.
>>
>>
>> I have been using 120 knots for initial approach, 100 knots at the IAP, and
87 knots at the FAF (full flap speed).
>>
>>
>> Carl
>>
>>
>> N7ZK Power/Speed Configuration Setting
>>
>> May 26, 2013
>>
>>
>> MP RPM IAS VS
>>
>> Climb 24 2400 130 1000
>>
>>
>> Cruise Dec 14 2300 130 -500
>>
>> 18 2350 170 -500
>>
>>
>> Appr Level 18 2200 120 ----
>>
>>
>> Prec Appr Dec 14 2200 87 -300
>>
>>
>> N-Pres Appr Dec 12 2200 87 -700
>>
>>
>>
>>
>> From: owner-rv10-list-server@matronics.com [mailto:owner-rv10-list-server@matronics.com] On Behalf Of Pascal
>> Sent: Tuesday, October 29, 2013 12:24 PM
>> To: rv10-list@matronics.com
>> Subject: RV10-List: power settings for descent or climbs
>>
>>
>> Looking for the initial reduction/increase power change needed for climbs or
descents to keep the same airspeed? (example- landing at 120kts, aircraft is
setup at cruise to be at 120kts when reach OM, how much power would I need to
pull for every 100 fpm? so if its 500fpm it would be 5X that setting)
>>
>> Thank you!
>>
>>
>> Pascal
>>
>>
>>
>
>
>
>
>
Message 10
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| Subject: | Re: power settings for descent or climbs |
Before this goes off on landing approaches, I was using that as an example. I really
should have asked what power change is needed at cruise to keep airspeed
at (constant) for a 500fpm descent or climb.
I'll go out and fly around and figure this out. Was just trying to recall what
a change of 1MP would do.
Thx
Pascal
Sent from my iPad
> On Oct 29, 2013, at 1:35 PM, "Kelly McMullen" <kellym@aviating.com> wrote:
>
>
> You must not fly into very many busy airports. Why not fly 120 to Loc intercept
and 100 from FAF to DH? Most any precision approach will have at least 7-8000
ft runway to get slowed down to land, and you are only needing to lose 30 kts
with flaps.
> I use 105 from turn on to final in my Mooney and that is due to gear speed limit
of 105, so I can drop gear at glideslope intercept. No problem slowing from
there to 70 kts over runway end with the same 87kt flap speed limit as the -10.
I don't use flaps until have runway in sight. Makes for easier missed approach
and better fit with faster traffic.
>
>> On 10/29/2013 11:12 AM, Carl Froehlich wrote:
>> Here is a start I did for this. Adjust as needed.
>>
>>
>> I have been using 120 knots for initial approach, 100 knots at the IAP, and
87 knots at the FAF (full flap speed).
>>
>>
>> Carl
>>
>>
>> N7ZK Power/Speed Configuration Setting
>>
>> May 26, 2013
>>
>>
>> MP RPM IAS VS
>>
>> Climb 24 2400 130 1000
>>
>>
>> Cruise Dec 14 2300 130 -500
>>
>> 18 2350 170 -500
>>
>>
>> Appr Level 18 2200 120 ----
>>
>>
>> Prec Appr Dec 14 2200 87 -300
>>
>>
>> N-Pres Appr Dec 12 2200 87 -700
>>
>>
>>
>>
>> From: owner-rv10-list-server@matronics.com [mailto:owner-rv10-list-server@matronics.com] On Behalf Of Pascal
>> Sent: Tuesday, October 29, 2013 12:24 PM
>> To: rv10-list@matronics.com
>> Subject: RV10-List: power settings for descent or climbs
>>
>>
>> Looking for the initial reduction/increase power change needed for climbs or
descents to keep the same airspeed? (example- landing at 120kts, aircraft is
setup at cruise to be at 120kts when reach OM, how much power would I need to
pull for every 100 fpm? so if its 500fpm it would be 5X that setting)
>>
>> Thank you!
>>
>>
>> Pascal
>
>
>
>
>
Message 11
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| Subject: | Re: power settings for descent or climbs |
The traditional rule of thumb is 1" MP gives you 100 ft per minute, same speed.
--------
Bob Turner
RV-10 QB
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=411705#411705
Message 12
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| Subject: | power settings for descent or climbs |
Yep - adjust approach speed as needed for the environment.
Carl
-----Original Message-----
From: owner-rv10-list-server@matronics.com [mailto:owner-rv10-list-server@matronics.com] On Behalf Of Kelly McMullen
Sent: Tuesday, October 29, 2013 4:29 PM
Subject: Re: RV10-List: power settings for descent or climbs
You must not fly into very many busy airports. Why not fly 120 to Loc intercept
and 100 from FAF to DH? Most any precision approach will have at least 7-8000
ft runway to get slowed down to land, and you are only needing to lose 30 kts
with flaps.
I use 105 from turn on to final in my Mooney and that is due to gear speed limit
of 105, so I can drop gear at glideslope intercept. No problem slowing from
there to 70 kts over runway end with the same 87kt flap speed limit as the -10.
I don't use flaps until have runway in sight. Makes for easier missed approach
and better fit with faster traffic.
On 10/29/2013 11:12 AM, Carl Froehlich wrote:
> Here is a start I did for this. Adjust as needed.
>
>
>
> I have been using 120 knots for initial approach, 100 knots at the IAP, and 87
knots at the FAF (full flap speed).
>
>
>
> Carl
>
>
>
> N7ZK Power/Speed Configuration Setting
>
> May 26, 2013
>
>
>
> MP RPM IAS VS
>
> Climb 24 2400 130 1000
>
>
>
> Cruise Dec 14 2300 130 -500
>
> 18 2350 170 -500
>
>
>
> Appr Level 18 2200 120 ----
>
>
>
> Prec Appr Dec 14 2200 87 -300
>
>
>
> N-Pres Appr Dec 12 2200 87 -700
>
>
>
>
>
>
>
> From: owner-rv10-list-server@matronics.com
> [mailto:owner-rv10-list-server@matronics.com] On Behalf Of Pascal
> Sent: Tuesday, October 29, 2013 12:24 PM
> To: rv10-list@matronics.com
> Subject: RV10-List: power settings for descent or climbs
>
>
>
> Looking for the initial reduction/increase power change needed for
> climbs or descents to keep the same airspeed? (example- landing at
> 120kts, aircraft is setup at cruise to be at 120kts when reach OM, how
> much power would I need to pull for every 100 fpm? so if its 500fpm
> it would be 5X that setting)
>
> Thank you!
>
>
>
> Pascal
>
>
>
>
>
>
>
Message 13
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| Subject: | Re: Fuel Pump Issue |
I spoke to a couple of vendors and my A&P of choice yesterday. The consensus was
to:
* Revisit sensor settings and connections (I don't expect this one to reveal much)
* Closely examine the fuel system for anything obvious.
* Replace the Tempest Fuel Pump with a (new, not rebuilt) genuine Lycoming Pump
18 psi is definitely not acceptable. Van's had no input (guess who sold me the
fuel pump). They claimed they'd never heard of such a thing and were out of touch
(their words) with builders. Really? If so, that's disturbing on several levels.
This particular component is too darn critical to screw around with. It needs to
work and be a known quantity.
Jay
433RV - flying
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=411712#411712
Message 14
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| Subject: | Re: Fuel Pump Issue |
I did simulated take offs at altitude with the boost pump off. My fuel pump
was rock steady at 22-23 psi. I still don't know if the pump replacement
or the cooling shroud was the solution.
bob
-----Original Message-----
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of hotwheels
Sent: Tuesday, October 29, 2013 6:03 PM
Subject: RV10-List: Re: Fuel Pump Issue
I spoke to a couple of vendors and my A&P of choice yesterday. The consensus
was to:
* Revisit sensor settings and connections (I don't expect this one to reveal
much)
* Closely examine the fuel system for anything obvious.
* Replace the Tempest Fuel Pump with a (new, not rebuilt) genuine Lycoming
Pump
18 psi is definitely not acceptable. Van's had no input (guess who sold me
the fuel pump). They claimed they'd never heard of such a thing and were out
of touch (their words) with builders. Really? If so, that's disturbing on
several levels.
This particular component is too darn critical to screw around with. It
needs to work and be a known quantity.
Jay
433RV - flying
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=411712#411712
Message 15
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| Subject: | Re: Fuel Pump Issue |
Well, the Lycoming pump had an AD on it, as did the AC pump that it was
copied from. I don't recall there being one on Tempest.
I've been flying behind an overhauled AC pump for about 14 years with no
problem at all, roughly 650 hours.
If those recommending new Lycoming are involved in the procurement in
any way, I'd disregard the advice. The pump is one of the easiest
devices out there to overhaul, mostly replace two diaphragms. Talk to
Tempest about it, they might be interested, as they are generally one of
the more reputable parts vendors.
Kelly
A&P/IA
On 10/29/2013 3:03 PM, hotwheels wrote:
>
> I spoke to a couple of vendors and my A&P of choice yesterday. The consensus
was to:
>
> * Revisit sensor settings and connections (I don't expect this one to reveal
much)
>
> * Closely examine the fuel system for anything obvious.
>
> * Replace the Tempest Fuel Pump with a (new, not rebuilt) genuine Lycoming Pump
>
> 18 psi is definitely not acceptable. Van's had no input (guess who sold me the
fuel pump). They claimed they'd never heard of such a thing and were out of
touch (their words) with builders. Really? If so, that's disturbing on several
levels.
>
> This particular component is too darn critical to screw around with. It needs
to work and be a known quantity.
>
> Jay
> 433RV - flying
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=411712#411712
>
>
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