Today's Message Index:
----------------------
1. 06:45 AM - Re: Re: Time for Front Seats (Craig Rufi)
2. 06:50 AM - Re: G3i Supercharging (Kelly McMullen)
3. 08:44 AM - Re: G3i Supercharging (pilotdds)
4. 02:49 PM - Re: G3i Supercharging (Jae Chang)
5. 03:03 PM - Re: G3i Supercharging (Jae Chang)
6. 04:30 PM - Re: G3i Supercharging (Kelly McMullen)
7. 05:26 PM - fuel tank senders (Chris Hukill)
8. 06:01 PM - Re: fuel tank senders (Jesse Saint)
9. 06:09 PM - Re: fuel tank senders (bill.peyton)
10. 08:59 PM - Faston grounding strip (bob88)
Message 1
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| Subject: | Re: Time for Front Seats |
Thats info that should be sent on the forum so others don't use them. Sorry
for the info.
On Fri, Dec 26, 2014 at 10:43 AM, w8n2bup <johnrich987@hotmail.com> wrote:
>
> Just a warning. I ordered upholstery from Flight Crafters in Florida three
> months ago and they never sent the seats or returned my calls after cashing
> my check. I'm out over 1000 dollars.
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=436289#436289
>
>
Message 2
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| Subject: | Re: G3i Supercharging |
All of which raises the question of what would one accomplish with this
on an RV-10?
Van's has stated a very clear design flutter speed and has documented
that achieving more than 195 horsepower (75%) at altitudes from 12,000
on up will cause the RV-10 to exceed that design flutter speed. It
already gets to within 20 mph of that design flutter speed with 75%
power at low altitude and light wt or full power at gross. So either
someone has to figure out what structural changes are needed for the
control surfaces to raise that design flutter speed or risk shedding
those control surfaces. Perhaps more than 1500 fpm climb or takeoff roll
under 1000 ft isn't good enough? Maybe we just need to find a source for
JATO bottle and a way to mount it?
Or is it just a better aircraft if we spend more money on more hardware?
Perhaps the Tim Allen effect?
On 12/27/2014 12:04 AM, Justin Jones wrote:
> Jae,
>
> I can tell you that it turns the 540 into a beast! I know Tom
> personally and have seen his starduster fly with the supercharger. He
> is an incredible engineer, and and his workmanship is second to none.
> He has flown it to Oshkosh and done many air shows with it as well.
> It is a very slick setup that works nicely. His G3i ignition is also
> very well thought out.
>
> Be sure to look at http://www.forcedaeromotive.com/ also. It is a
> different option altogether and the components they use for their kits
> can be purchased on the open market for cheaper than they offer on the
> website.
>
> Good Luck
>
> Justin
>
>
>> On Dec 25, 2014, at 7:55 AM, Jae Chang <jc-matronics_rv10@jline.com
>> <mailto:jc-matronics_rv10@jline.com>> wrote:
>>
>> <jc-matronics_rv10@jline.com <mailto:jc-matronics_rv10@jline.com>>
>>
>> http://www.g3ignition.com/Supercharging.html
>>
>> All i wanted from santa was this supercharging kit but instead i got
>> an ugly sweater. :(
>>
>> Lately, i was bemoaning that i had never heard of a supercharging or
>> turbo kit. I just now googled for it, and lo and behold there it is.
>> I had never heard of this option before. It sure sounds pretty great.
>> In fact, it sounds too good to be true. It's actually designed for a
>> stock 540, which we all have. I just cant believe i had never heard
>> of this before. Anybody have it?!
>>
>> Jae
>>
>> --
>> #40533 RV-10
>> First flight 10/19/2011
>> Phase 1 Done 11/26/2011
>> do not archive
>>
>>
>>
>>
>>
>
> *
>
>
> *
Message 3
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| Subject: | Re: G3i Supercharging |
=0AI find it intriguing but not worth the tradeoffs .I have
owned a mooney 231 a turbo 210 and comander 112 that I t
urbonormalized with an rcm turbo.These were very useful for tw
o things-high density altitude takeoffs and topping weather.Flying
at flight level 22-24 was uncrowded and allowed flight abov
e icing and weather levels, many times between northeastern or
egon and central california.Having said that,at this stage of
my flying career the stock rv-10 is a near perfect airplane,
except for the nosegear ad.The law of unintended consequences
-not just flutter,but things like fuel consumpion and w&b issu
es will come into play-but it is an experimental.=0A =0A =0A
-----Original Message-----=0AFrom: Kelly McMullen <kellym@aviating.com>=0A
6:50 am=0ASubject: Re: RV10-List: G3i Supercharging=0A=0A=0A--> RV10
-List message posted by: Kelly McMullen <kellym@aviating.com>=0A=0AA
ll of which raises the question of what would one accomplish
with this =0Aon an RV-10?=0AVan's has stated a very clear
design flutter speed and has documented =0Athat achieving more
than 195 horsepower (75%) at altitudes from 12,000 =0Aon up
will cause the RV-10 to exceed that design flutter speed. It
=0Aalready gets to within 20 mph of that design flutter s
peed with 75% =0Apower at low altitude and light wt or ful
l power at gross. So either =0Asomeone has to figure out w
hat structural changes are needed for the =0Acontrol surfaces
to raise that design flutter speed or risk shedding =0Athose
control surfaces. Perhaps more than 1500 fpm climb or takeoff
roll =0Aunder 1000 ft isn't good enough? Maybe we just need
to find a source for =0AJATO bottle and a way to mount i
t?=0AOr is it just a better aircraft if we spend more mone
y on more hardware? =0APerhaps the Tim Allen effect?=0A=0AOn 1
2/27/2014 12:04 AM, Justin Jones wrote:=0A> Jae,=0A>=0A> I can
tell you that it turns the 540 into a beast! I know T
om =0A> personally and have seen his starduster fly with the
supercharger. He =0A> is an incredible engineer, and and
his workmanship is second to none. =0A> He has flown it
to Oshkosh and done many air shows with it as well. =0A>
It is a very slick setup that works nicely. His G3i
ignition is also =0A> very well thought out.=0A>=0A> Be sure
to look at http://www.forcedaeromotive.com/ also. It is a =0A
> different option altogether and the components they use for
their kits =0A> can be purchased on the open market for ch
eaper than they offer on the =0A> website.=0A>=0A> Good Luck=0A
>=0A> Justin=0A>=0A>=0A>> On Dec 25, 2014, at 7:55 AM, Jae C
hang <jc-matronics_rv10@jline.com =0A>> <mailto:jc-matronics_rv10@jline.co
=0A>> <jc-matronics_rv10@jline.com <mailto:jc-matronics_rv10@jline.com>>=0A>
>=0A>> http://www.g3ignition.com/Supercharging.html=0A>>=0A>> All i want
ed from santa was this supercharging kit but instead i got
=0A>> an ugly sweater. :(=0A>>=0A>> Lately, i was bemoaning th
at i had never heard of a supercharging or =0A>> turbo kit
. I just now googled for it, and lo and behold there it
is. =0A>> I had never heard of this option before. It sure
sounds pretty great. =0A>> In fact, it sounds too good to
be true. It's actually designed for a =0A>> stock 540, wh
ich we all have. I just cant believe i had never heard =0A
>> of this before. Anybody have it?!=0A>>=0A>> Jae=0A>>=0A>> --
=0A>> #40533 RV-10=0A>> First flight 10/19/2011=0A>> Phase 1 Don
e 11/26/2011=0A>> do not archive=0A>>=0A>>=0A>>=0A>>=0A>>=0A>=0A> *=0A
===========================
===========================
===========================
===========================
===========================
===========================0A
=0A=0A=0A=0A =0A
Message 4
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| Subject: | Re: G3i Supercharging |
Personally, i would love to stay closer to 200 knots at altitude, which
is within design limits. More speed or altitude certainly isn't for
everyone. However, i would think having some options would be nice for
those who might have specific needs for it. For instance Beech Bonanzas
can have normalized, turbocharged, turbonormalized and maybe
supercharged engines. Cirrus has had turbocharging available for some
time, so they are probably filling a demand that is out there. I would
think having some options would be attractive to some. It just seems the
-10 is an oddball for not having similar options. As a cirrus or bonanza
owner, it's nice that they have an upgrade path, even if that means
selling their current normalized airplane for a TN or TC one.
I know there are several other mods for the -10 to gain a few extra
knots by spending plenty of additional money and time as well. This
supercharging option however gives potentially 100's of HP gain.
Someone created a turbine -10 but it's arguably impractical in our
airframe, at least for me.
I'm sure someone able to take on the supercharging upgrade could figure
out the CofG issues. Lightweight composite prop?
Jae
--
#40533 RV-10
First flight 10/19/2011
Phase 1 Done 11/26/2011
do not archive
Message 5
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| Subject: | Re: G3i Supercharging |
hi Justin, thanks for the info. I will have to see if i can rendezvous
with Tom some day to check out his setup. Maybe we can convince him to
do a setup in a -10!!! He will be more comfy in a -10 than in the
Starduster when going to Oshkosh, too! ;)
Cool. Thanks for the link to the forced airmotive site. That looks
interesting. They have addressed CofG issues by installing gear on the
back of the engine instead of on the front. Interesting that their
pricing seems quite a bit more than G3i's on the face of it.
Jae
On 12/26/2014 11:04 PM, Justin Jones wrote:
> Jae,
>
> I can tell you that it turns the 540 into a beast! I know Tom
> personally and have seen his starduster fly with the supercharger. He
> is an incredible engineer, and and his workmanship is second to none.
> He has flown it to Oshkosh and done many air shows with it as well.
> It is a very slick setup that works nicely. His G3i ignition is also
> very well thought out.
>
> Be sure to look at http://www.forcedaeromotive.com/ also. It is a
> different option altogether and the components they use for their kits
> can be purchased on the open market for cheaper than they offer on the
> website.
>
> Good Luck
>
> Justin
>
Message 6
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| Subject: | Re: G3i Supercharging |
230 mph 0kts, which is Van's design limit. You do not want to be
cruising within 5kts of risking losing a control surface.
The planes that have turbo-normalizing, etc. did the aero engineering to
move the harmonic frequency to speeds they might encounter.
Vans chose not to for whatever reasons.
On 12/27/2014 3:45 PM, Jae Chang wrote:
>
> Personally, i would love to stay closer to 200 knots at altitude,
> which is within design limits. More speed or altitude certainly isn't
> for everyone. However, i would think having some options would be nice
> for those who might have specific needs for it. For instance Beech
> Bonanzas can have normalized, turbocharged, turbonormalized and maybe
> supercharged engines. Cirrus has had turbocharging available for some
> time, so they are probably filling a demand that is out there. I would
> think having some options would be attractive to some. It just seems
> the -10 is an oddball for not having similar options. As a cirrus or
> bonanza owner, it's nice that they have an upgrade path, even if that
> means selling their current normalized airplane for a TN or TC one.
>
> I know there are several other mods for the -10 to gain a few extra
> knots by spending plenty of additional money and time as well. This
> supercharging option however gives potentially 100's of HP gain.
>
> Someone created a turbine -10 but it's arguably impractical in our
> airframe, at least for me.
>
> I'm sure someone able to take on the supercharging upgrade could
> figure out the CofG issues. Lightweight composite prop?
>
> Jae
>
Message 7
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| Subject: | fuel tank senders |
I=99m about to install the stock float type fuel tank senders. The
plans have you check for interference with tank structure before you
close up the tank. Not an option with a quick built wing. I have
carefully bent the float arms to the specs in the plans, but have not
figured out a way of seeing if there is any interference in the tank,
short of putting gas in (or water) and draining it out. Has anyone come
up with another way to do this? I am also thinking about using Permatex,
aviation form-a-gasket to seal the float flange to the tank skin instead
of Proseal, in case of an interference problem necessitating removal.
Has anyone done this and does it work?
Chris Hukill
Message 8
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| Subject: | Re: fuel tank senders |
You just have to bend it and hope for the best. Worse case, you won't read a
s high as you otherwise may. The low end should still be fine.
The gasket that comes with the sender can seal it. Something like you propos
e can help with the gasket. If you end up with a leak you can use some Prose
al around the outside.
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 Dec 27, 2014, at 8:23 PM, Chris Hukill <cjhukill@cox.net> wrote:
>
> I=99m about to install the stock float type fuel tank senders. The p
lans have you check for interference with tank structure before you close up
the tank. Not an option with a quick built wing. I have carefully bent the f
loat arms to the specs in the plans, but have not figured out a way of seein
g if there is any interference in the tank, short of putting gas in (or wate
r) and draining it out. Has anyone come up with another way to do this? I am
also thinking about using Permatex, aviation form-a-gasket to seal the floa
t flange to the tank skin instead of Proseal, in case of an interference pro
blem necessitating removal. Has anyone done this and does it work?
> Chris Hukill
>
>
>
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3
D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D
=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3
D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D
=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3
D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D
=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3
D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D
=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D
>
Message 9
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| Subject: | Re: fuel tank senders |
When I installed mine in the QB wings I ended up having a little interference,
which I did not find out about until I started adding fuel. I installed them
with the tanks removed from the wings and tipped them upside down to see if I
could here them hitting, which I did not. Maybe you can find someone with one
of the dental cameras to stick in the outlet hole or snake in from the top.
You can measure the resistance prior to installing them and then tip them upside
down to see if the resistance values end to end are the same.
I used Permatex non-hardening, which I have used before for this purpose. I only
will use the cork gaskets. I have never had any leaks using this method.
--------
Bill
WA0SYV
Aviation Partners, LLC
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=436345#436345
Message 10
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| Subject: | Faston grounding strip |
I'm wondering if there is a need for a faston multipoint grounding strip on the
engine side of the firewall if using the Garmin engine monitoring kit. Do the
EGT, CHT, etc probes need a discrete ground for each?
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=436347#436347
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