Today's Message Index:
----------------------
1. 05:37 AM - Re: Re: Finishing kit mods (Kelly McMullen)
2. 06:05 AM - Re: Finishing kit mods (Don McDonald)
3. 07:20 AM - Re: Finishing kit mods (Carl Froehlich)
4. 07:58 AM - Re: Finishing kit mods (Kent Ogden)
5. 08:16 AM - Re: Re: Finishing kit mods (Robert Jones)
6. 08:19 AM - Fw: [SoCAL-RVlist] Matt Dralle (Jeff Carpenter)
7. 08:29 AM - Re: Re: Finishing kit mods (Linn Walters)
8. 08:29 AM - Re: Re: Finishing kit mods (Kelly McMullen)
9. 09:12 AM - Re: Re: Finishing kit mods (Bob Condrey)
10. 09:37 AM - Re: Re: Finishing kit mods (Justin Jones)
11. 01:26 PM - Re: Fw: [SoCAL-RVlist] Matt Dralle (Patrick Pulis)
12. 02:48 PM - Re: Re: Finishing kit mods (Rob Kermanj)
13. 03:34 PM - Re: Re: Finishing kit mods (Jesse Saint)
14. 03:47 PM - FAB drain usefulness (Dan Charrois)
15. 04:15 PM - Re: FAB drain usefulness (Kelly McMullen)
16. 06:22 PM - Re: FAB drain usefulness (Linn Walters)
17. 06:30 PM - Re: FAB drain usefulness (Miller John)
18. 07:19 PM - Re: FAB drain usefulness (Phillip Perry)
19. 08:09 PM - Re: FAB drain usefulness (Patrick Thyssen)
20. 08:18 PM - Re: FAB drain usefulness (Kelly McMullen)
21. 08:26 PM - Re: FAB drain usefulness (Jesse Saint)
22. 08:31 PM - Re: FAB drain usefulness (Linn Walters)
23. 08:47 PM - Re: FAB drain usefulness (Linn Walters)
24. 10:33 PM - Re: FAB drain usefulness (Patrick Thyssen)
Message 1
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| Subject: | Re: Finishing kit mods |
Yes, except the Clevelands were what prompted builders to look for
alternatives.
The question then becomes whether the Groves are in anyway deficient to
where one needs to deviate from plans and substitute Matco. Each
modification costs money and more significantly extra build time. BTDT.
-sent from the microchip implanted in my forearm
On Wed, Dec 30, 2015 at 9:23 PM, Bob Turner <bobturner@alum.rpi.edu> wrote:
>
> BTW, the talk about the Cleveland wheels and brakes is mostly academic;
> current -10 kits don't have them.
>
> --------
> Bob Turner
> RV-10 QB
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=451544#451544
>
>
Message 2
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| Subject: | Re: Finishing kit mods |
As far as I'm concerned the stock axle extensions are not adequate.I made a
bout 30 sets.=C2- Attached is a pic (mod vs. stock).Don McDonald
From: Kent Ogden <ogdenk@upstate.edu>
To: rv10-list@matronics.com
Sent: Wednesday, December 30, 2015 3:41 PM
Subject: RV10-List: Finishing kit mods
Hi all,=C2-As I am progressing on my=C2-fuselage I want to get my fini
shing kit ordered.=C2- I know there had been some issues with axle extens
ions, wheels etc. and I am looking for advice on what parts maybe should be
omitted with plans on buying better/more appropriate parts.=C2-I had Van
s send me the parts list so I could customize prior to ordering, here are s
ome of the landing gear=C2-parts that I was wondering about:=C2-2.00=C2
- U 15X6.0-6=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2-
=C2-=C2-=C2-=C2- MAIN TIRE 6 PLY RV-10=C2-=C2-=C2-=C2-=C2
-=C2-=C2-
2.00=C2- U 15X6.0-6IT=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2
-=C2-=C2-=C2- INNER TUBE MAIN RV-10=C2-=C2-=C2-=C2-=C2-
=C2-=C2-
1.00=C2- U 5:00X5-6=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2-
=C2-=C2-=C2-=C2-=C2- 6 PLY TIRE MAIN GEAR=C2-=C2-=C2-=C2-
=C2-=C2-=C2-=C2-
1.00=C2- U 5:00X5-6IT=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2
-=C2-=C2-=C2- TUBE FOR 5:005-6=C2-=C2-=C2-=C2-=C2-=C2-
=C2-=C2-=C2-=C2-=C2-=C2-
1.00=C2- U-00011=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2-
=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2- GROVE WHL&BRK 6X6.00=C2-
=C2-=C2-=C2-=C2-=C2-=C2-=C2-
1.00=C2- U NW501.25=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2
-=C2-=C2-=C2-=C2-=C2- NOSE WHEEL W/BEARINGS=C2-=C2-=C2-
=C2-=C2-=C2-
I don't see any axle extensions (U-1004B)=C2-listed as mentioned on Tim O
lson's page here:http://www.myrv10.com/N104CD/upgrades/20070118/index.htmla
lthough the U-1004A axle nuts are listed.=C2-I am interested in upgrading
the brakes (also mentioned on Tim Olson's site) but I don't know anything
about the interchangeability of these parts, so advice there would be welco
med.=C2- There is a brake mount:2.00=C2- U-1003-PC=C2-=C2-=C2-=C2
-=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2- BRAKE
MOUNT=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2
-=C2-=C2-=C2-=C2- and I wonder if this would work with other (Mat
co?) brakes.=C2-Scanning the finishing kit list, I didn't see anything el
se that was obvious that I would want to omit, but if there are any other s
uggestions I would be happy to hear them.=C2-Thanks.=C2-Kent Ogden#4071
0 (ultra-slow build option)=C2-
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Message 3
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| Subject: | Finishing kit mods |
I skipped the Van=99s main gear wheel pants and used the James
Aircraft pants: http://www.jamesaircraft.com/?page_id=47
While I like the much tighter fit, I would estimate these to be a little
more work to fit than the stock Van=99s pants.
Carl
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Don McDonald
Sent: Thursday, December 31, 2015 9:02 AM
Subject: Re: RV10-List: Finishing kit mods
As far as I'm concerned the stock axle extensions are not adequate.
I made about 30 sets. Attached is a pic (mod vs. stock).
Don McDonald
_____
From: Kent Ogden <ogdenk@upstate.edu>
Sent: Wednesday, December 30, 2015 3:41 PM
Subject: RV10-List: Finishing kit mods
Hi all,
As I am progressing on my fuselage I want to get my finishing kit
ordered. I know there had been some issues with axle extensions, wheels
etc. and I am looking for advice on what parts maybe should be omitted
with plans on buying better/more appropriate parts.
I had Vans send me the parts list so I could customize prior to
ordering, here are some of the landing gear parts that I was wondering
about:
2.00 U 15X6.0-6 MAIN TIRE 6 PLY RV-10
2.00 U 15X6.0-6IT INNER TUBE MAIN RV-10
1.00 U 5:00X5-6 6 PLY TIRE MAIN GEAR
1.00 U 5:00X5-6IT TUBE FOR 5:005-6
1.00 U-00011 GROVE WHL&BRK 6X6.00
1.00 U NW501.25 NOSE WHEEL W/BEARINGS
I don't see any axle extensions (U-1004B) listed as mentioned on Tim
Olson's page here:
http://www.myrv10.com/N104CD/upgrades/20070118/index.html
although the U-1004A axle nuts are listed.
I am interested in upgrading the brakes (also mentioned on Tim Olson's
site) but I don't know anything about the interchangeability of these
parts, so advice there would be welcomed. There is a brake mount:
2.00 U-1003-PC BRAKE MOUNT
and I wonder if this would work with other (Matco?) brakes.
Scanning the finishing kit list, I didn't see anything else that was
obvious that I would want to omit, but if there are any other
suggestions I would be happy to hear them.
Thanks.
Kent Ogden
#40710 (ultra-slow build option)
Message 4
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| Subject: | Re: Finishing kit mods |
John,
My motivation there is that we are looking to retire out west (eventually)
and some of the places we like are at pretty high elevation. A good
example is Flagstaff AZ at around 7,000'. Touchdown speeds will be pretty
high with a lot of energy to dissipate at that altitude and beefier brakes
seem like a good idea. Having said that, it sounds like the current
brakes are better than the original Clevelands and there may be no reason
to spend the extra money on the Matco mod.
Kent
>>> "johngoodman" <johngoodman@earthlink.net> 12/30/2015 5:02 PM >>>
It looks like you're thinking about a brake modification. A friend of mine
who also owns an RV-10 just did his this Fall. He went with the Matco mod:
http://www.matcomfg.com/WHLBRKWI600225KftlbenergyeXtraTorqueRV10CONFIG-idv-
3814-4.html
I flew it one time and it does feel like there is more brake there. Your
mileage may vary....
John
--------
#40572 Phase One complete in 2011
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=451533#451533
Message 5
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| Subject: | Re: Finishing kit mods |
I bought the wheels and brakes from Matco. They have a complete set a wheels
and brakes set up for the RV10. Their front axle is way better than Van's. B
earing preload is set with a separate nut instead using the axle bolt. The a
xle can't turn on the bolt because it is kept from turning by an off center c
ap screw on one end. Their brakes have 3 piston calipers and the linings hav
e twice the brake energy limits as the original Van's supplied brakes. The t
wo piston Grove brakes currently supplied by Van's are better than the origi
nal, but not as good as Matco's. I bought Goodyear Flight Custom III tires a
nd but buteral tubes (the no leak type).
Robert Jones
> On Dec 31, 2015, at 07:55, Kent Ogden <ogdenk@upstate.edu> wrote:
>
> John,
>
> My motivation there is that we are looking to retire out west (eventually)
and some of the places we like are at pretty high elevation. A good exampl
e is Flagstaff AZ at around 7,000'. Touchdown speeds will be pretty high wi
th a lot of energy to dissipate at that altitude and beefier brakes seem lik
e a good idea. Having said that, it sounds like the current brakes are bett
er than the original Clevelands and there may be no reason to spend the extr
a money on the Matco mod.
>
> Kent
>
>
>
> >>> "johngoodman" <johngoodman@earthlink.net> 12/30/2015 5:02 PM >>>
>
> It looks like you're thinking about a brake modification. A friend of mine
who also owns an RV-10 just did his this Fall. He went with the Matco mod:
> http://www.matcomfg.com/WHLBRKWI600225KftlbenergyeXtraTorqueRV10CONFIG-idv
-3814-4.html
> I flew it one time and it does feel like there is more brake there. Your m
ileage may vary....
> John
>
> --------
> #40572 Phase One complete in 2011
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=451533#451533
>
>
>
>
Message 6
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| Subject: | Fwd: [SoCAL-RVlist] Matt Dralle |
... forwarding from the So Cal list
Begin forwarded message:
> From: "condor@rv6flyer.com [SoCAL-RVlist]"
<SoCAL-RVlist@yahoogroups.com>
> Date: December 31, 2015 5:31:15 AM PST
> To: <SoCAL-RVlist@yahoogroups.com>
> Subject: [SoCAL-RVlist] Matt Dralle
>
>
> This was posted on VAF.
>
> Matt Dralle - VAF Forums
>
>
> Matt Dralle - VAF Forums
> Matt Dralle RV General Discussion/News
> View on www.vansairforce.com
> Preview by Yahoo
>
>
> Many know Matt due to his Matronics mailing lists or his Mykitlog.com
website and Kitlog build tracking application.
>
> Regrettably, Matt had a stroke earlier in the week. I'm posting this
on VAF because to minimize any potential hate mail sent his direction
for lack of responsiveness in supporting these products. Unfortunately
it's going to be awhile before he will be able to respond to any
inquiries.
>
> Matt needs our prayers as he recovers. The following was posted to his
FB pag e last night.
>
> Matt Update: He is responding to comments being made by squeezing
Katie's hand and he was able to answer his age by using his one hand.
All early indicators are that he is doing ok.
>
> Katie sends her thanks for the prayers and that they are definitely
helping.
>
>
> __._,_.___
> Posted by: condor@rv6flyer.com
> Reply via web post - Reply to sender
- Reply to group
- Start a New Topic - Messages in this topic
(1)
> VISIT YOUR GROUP New Members 1
> - Privacy - Unsubscribe - Terms of Use
> .
>
>
> __,_._,___
Westcott Press
1121 Isabel Street
Burbank, CA 91506
jeff@westcottpress.com
818-861-7300
Message 7
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| Subject: | Re: Finishing kit mods |
FWIW, those high elevation runways are longer ..... FLG is 8800' .....
which is huge compared to my 4000' SL airport ... X59.
I'm used to steep approaches with full flaps which shortens the energy
vector down the runway. It does take some finesse in the flare and I've
yet to land a -10 :-P . I'd compare the -10 to a Grumman AA-5X .....
fast, sleek etc. but I'd like to hear from pilots that have flown both.
Linn .... Pitts S-1E, Grumman AA-1B, Traumahawk .... painting the -10
On 12/31/2015 10:55 AM, Kent Ogden wrote:
> John,
> My motivation there is that we are looking to retire out west
> (eventually) and some of the places we like are at pretty high
> elevation. A good example is Flagstaff AZ at around 7,000'. Touchdown
> speeds will be pretty high with a lot of energy to dissipate at that
> altitude and beefier brakes seem like a good idea. Having said that,
> it sounds like the current brakes are better than the original
> Clevelands and there may be no reason to spend the extra money on the
> Matco mod.
> Kent
>
>
> >>> "johngoodman" <johngoodman@earthlink.net> 12/30/2015 5:02 PM >>>
>
> It looks like you're thinking about a brake modification. A friend of
> mine who also owns an RV-10 just did his this Fall. He went with the
> Matco mod:
> http://www.matcomfg.com/WHLBRKWI600225KftlbenergyeXtraTorqueRV10CONFIG-idv-3814-4.html
> I flew it one time and it does feel like there is more brake there.
> Your mileage may vary....
> John
>
> --------
> #40572 Phase One complete in 2011
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=451533#451533
>
>
Message 8
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| Subject: | Re: Finishing kit mods |
Most airports at higher elevations have plenty of runway to deal with
the higher true airspeed touchdown, Flagstaff included. Mostly runway
length is dictated by takeoff needs for the D/A, not landing roll.
I have landed at plenty of high D/A airports (7000+ elev) with my
Mooney, which has same approach speeds, stall speed within a knot or two
and same typical wts. Empty wt within 5 lbs of each other. It is
equipped with early '60s vintage Cleveland brakes. Braking is not an
issue. Staying on speed for approach, adjusted for actual wt is the key.
If you have an AOA installed, that should be very easy.
IMHO, YMMV.
The book landing distance for the Mooney at gross 2575 lbs is 1550 sea
level, 1795 at 7500 D/A at standard temps. Obviously that will go up
with summer temps perhaps 20 above standard. FLG runway length is 8800.
On 12/31/2015 8:55 AM, Kent Ogden wrote:
> John,
> My motivation there is that we are looking to retire out west
> (eventually) and some of the places we like are at pretty high
> elevation. A good example is Flagstaff AZ at around 7,000'. Touchdown
> speeds will be pretty high with a lot of energy to dissipate at that
> altitude and beefier brakes seem like a good idea. Having said that, it
> sounds like the current brakes are better than the original Clevelands
> and there may be no reason to spend the extra money on the Matco mod.
> Kent
>
>
> >>> "johngoodman" <johngoodman@earthlink.net> 12/30/2015 5:02 PM >>>
>
> It looks like you're thinking about a brake modification. A friend of
> mine who also owns an RV-10 just did his this Fall. He went with the
> Matco mod:
> http://www.matcomfg.com/WHLBRKWI600225KftlbenergyeXtraTorqueRV10CONFIG-idv-3814-4.html
> I flew it one time and it does feel like there is more brake there. Your
> mileage may vary....
> John
>
> --------
> #40572 Phase One complete in 2011
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=451533#451533
>
>
Message 9
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| Subject: | Re: Finishing kit mods |
While the upgraded (Matco) mains/brakes are nice, I've taken off and landed
my first RV-10 with Cleavelands at KFLY several times, once with a DA of
11,200! As has been said, high altitude runways are typically much longer
than normal. Combine that with the fact that RV-10s can get into and out
of short strips with ease, you won't have a problem even with the original
Cleavelands.
Where you would have an issue with the Cleavelands is in an aborted takeoff
scenario. If youre taking off on a short runway at gross weight and have
to abort at the last sec before flying. Getting on the brakes hard with
that much built up energy, you'll like experience some brake "fade" from
the heat build up. My recollection is that the Cleavelands are rated for
a 3000 pound gross so a loaded 10 is getting close to that. The Matcos are
much heavier duty with dual calipers so that won't be an issue.
Bob
On Thursday, December 31, 2015, Kent Ogden <ogdenk@upstate.edu> wrote:
> John,
>
> My motivation there is that we are looking to retire out west (eventually)
> and some of the places we like are at pretty high elevation. A good
> example is Flagstaff AZ at around 7,000'. Touchdown speeds will be pretty
> high with a lot of energy to dissipate at that altitude and beefier brakes
> seem like a good idea. Having said that, it sounds like the current brakes
> are better than the original Clevelands and there may be no reason to spend
> the extra money on the Matco mod.
>
> Kent
>
>
> >>> "johngoodman" <johngoodman@earthlink.net
> <javascript:_e(%7B%7D,'cvml','johngoodman@earthlink.net');>> 12/30/2015
> 5:02 PM >>>
> <javascript:_e(%7B%7D,'cvml','johngoodman@earthlink.net');>>
>
> It looks like you're thinking about a brake modification. A friend of mine
> who also owns an RV-10 just did his this Fall. He went with the Matco mod:
>
> http://www.matcomfg.com/WHLBRKWI600225KftlbenergyeXtraTorqueRV10CONFIG-idv-3814-4.html
> I flew it one time and it does feel like there is more brake there. Your
> mileage may vary....
> John
>
> --------
> #40572 Phase One complete in 2011
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=451533#451533
>
>
Message 10
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| Subject: | Re: Finishing kit mods |
If you must use Cleaveland Brakes, the best part number to use is the 30-52N
. These are the double puck brakes that have the "blisters" on the caliper a
nd use the thicker rotors. Airframes Alaska is a pma manufacturer and uses t
hese brakes exclusively on their installs of 31" and 35" Alaska Bushwheels. T
hese can be installed on a C185 and stop the 3300lb airplane from 65 kias wi
th no problems. This setup absorbs a great deal of energy from a large spinn
ing mass and heavy weights. This is by far the most proliferated brake setup
on wheeled planes in Alaska. Anyone here using them on the -10?
I am however, a bigger fan of the Matco products. Far less expensive, and I h
ave yet to meet a single owner who doesn't love them and swear they outperfo
rm the Cleaveland wheels.
> On Dec 31, 2015, at 21:09, Bob Condrey <condreyb@gmail.com> wrote:
>
> While the upgraded (Matco) mains/brakes are nice, I've taken off and lande
d my first RV-10 with Cleavelands at KFLY several times, once with a DA of 1
1,200! As has been said, high altitude runways are typically much longer th
an normal. Combine that with the fact that RV-10s can get into and out of s
hort strips with ease, you won't have a problem even with the original Cleav
elands.
>
> Where you would have an issue with the Cleavelands is in an aborted takeof
f scenario. If youre taking off on a short runway at gross weight and have t
o abort at the last sec before flying. Getting on the brakes hard with that
much built up energy, you'll like experience some brake "fade" from the hea
t build up. My recollection is that the Cleavelands are rated for a 3000 po
und gross so a loaded 10 is getting close to that. The Matcos are much heav
ier duty with dual calipers so that won't be an issue.
>
> Bob
>
>> On Thursday, December 31, 2015, Kent Ogden <ogdenk@upstate.edu> wrote:
>> John,
>>
>> My motivation there is that we are looking to retire out west (eventually
) and some of the places we like are at pretty high elevation. A good examp
le is Flagstaff AZ at around 7,000'. Touchdown speeds will be pretty high w
ith a lot of energy to dissipate at that altitude and beefier brakes seem li
ke a good idea. Having said that, it sounds like the current brakes are bet
ter than the original Clevelands and there may be no reason to spend the ext
ra money on the Matco mod.
>>
>> Kent
>>
>>
>>
>> >>> "johngoodman" <johngoodman@earthlink.net> 12/30/2015 5:02 PM >>>
>
>>
>> It looks like you're thinking about a brake modification. A friend of min
e who also owns an RV-10 just did his this Fall. He went with the Matco mod:
>> http://www.matcomfg.com/WHLBRKWI600225KftlbenergyeXtraTorqueRV10CONFIG-id
v-3814-4.html
>> I flew it one time and it does feel like there is more brake there. Your m
ileage may vary....
>> John
>>
>> --------
>> #40572 Phase One complete in 2011
>>
>>
>>
>>
>> Read this topic online here:
>>
>> http://forums.matronics.com/viewtopic.php?p=451533#451533
Message 11
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| Subject: | Re: Fwd: [SoCAL-RVlist] Matt Dralle |
Jeff
That is terrible news. Our thoughts and prayers are with Matt and his family
at this time.
Warm regards
Patrick
> On 1 Jan 2016, at 02:45, Jeff Carpenter <jeff@westcottpress.com> wrote:
>
> ... forwarding from the So Cal list
>
> Begin forwarded message:
>
>> From: "condor@rv6flyer.com [SoCAL-RVlist]" <SoCAL-RVlist@yahoogroups.com>
>> Date: December 31, 2015 5:31:15 AM PST
>> To: <SoCAL-RVlist@yahoogroups.com>
>> Subject: [SoCAL-RVlist] Matt Dralle
>>
>>
>> This was posted on VAF.
>>
>> Matt Dralle - VAF Forums
>>
>>
>> Matt Dralle - VAF Forums
>> Matt Dralle RV General Discussion/News
>> View on www.vansairforce.com
>> Preview by Yahoo
>>
>>
>> Many know Matt due to his Matronics mailing lists or his Mykitlog.com web
site and Kitlog build tracking application.
>>
>> Regrettably, Matt had a stroke earlier in the week. I'm posting this on V
AF because to minimize any potential hate mail sent his direction for lack o
f responsiveness in supporting these products. Unfortunately it's going to b
e awhile before he will be able to respond to any inquiries.
>>
>> Matt needs our prayers as he recovers. The following was posted to his FB
pag e last night.
>>
>> Matt Update: He is responding to comments being made by squeezing Katie's
hand and he was able to answer his age by using his one hand. All early ind
icators are that he is doing ok.
>>
>> Katie sends her thanks for the prayers and that they are definitely helpi
ng.
>>
>>
>> __._,_.___
>> Posted by: condor@rv6flyer.com
>> Reply via web post =A2 Reply to se
nder =A2 Reply to group
=A2 Start a New Topic =A2
Messages in this topic (1)
>> VISIT YOUR GROUP New Members 1
>> =A2 Privacy =A2 Unsubscribe =A2 Terms of Use
>> .
>>
>>
>> __,_._,___
>
> Westcott Press
> 1121 Isabel Street
> Burbank, CA 91506
> jeff@westcottpress.com
> 818-861-7300
>
>
>
>
Message 12
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| Subject: | Re: Finishing kit mods |
I have the original axel extension and fly out of grass strip. 1100+ hours and
no issues.
Do not archive.
Rob Kermanj
Sent from my iPad
> On Dec 30, 2015, at 9:49 PM, Bob Turner <bobturner@alum.rpi.edu> wrote:
>
>
> IIRC, The stock axle extensions are just cut from hex-cross section stock. They
are too small in diameter, the larger diameter after-market replacements are
very desirable - I'd say necessary.
>
> --------
> Bob Turner
> RV-10 QB
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=451540#451540
>
>
>
>
>
>
>
>
>
>
Message 13
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| Subject: | Re: Finishing kit mods |
An RV-10 based at a 1900' strip at 5000msl in Mexico installed the Matco Bra
kes after the Cleveland Brakes didn't stop the plane on a hot landing. He fe
els much better landing with the Matco's.
Jesse Saint
Saint Aviation, Inc.
352-427-0285
jesse@saintaviation.com
Sent from my iPad
> On Dec 31, 2015, at 12:33 PM, Justin Jones <jmjones2000@mindspring.com> wr
ote:
>
> If you must use Cleaveland Brakes, the best part number to use is the 30-5
2N. These are the double puck brakes that have the "blisters" on the caliper
and use the thicker rotors. Airframes Alaska is a pma manufacturer and uses
these brakes exclusively on their installs of 31" and 35" Alaska Bushwheels
. These can be installed on a C185 and stop the 3300lb airplane from 65 kias
with no problems. This setup absorbs a great deal of energy from a large sp
inning mass and heavy weights. This is by far the most proliferated brake se
tup on wheeled planes in Alaska. Anyone here using them on the -10?
>
>
>
> I am however, a bigger fan of the Matco products. Far less expensive, and I
have yet to meet a single owner who doesn't love them and swear they outper
form the Cleaveland wheels.
>
>
>
>> On Dec 31, 2015, at 21:09, Bob Condrey <condreyb@gmail.com> wrote:
>>
>> While the upgraded (Matco) mains/brakes are nice, I've taken off and land
ed my first RV-10 with Cleavelands at KFLY several times, once with a DA of 1
1,200! As has been said, high altitude runways are typically much longer th
an normal. Combine that with the fact that RV-10s can get into and out of s
hort strips with ease, you won't have a problem even with the original Cleav
elands.
>>
>> Where you would have an issue with the Cleavelands is in an aborted takeo
ff scenario. If youre taking off on a short runway at gross weight and have
to abort at the last sec before flying. Getting on the brakes hard with th
at much built up energy, you'll like experience some brake "fade" from the h
eat build up. My recollection is that the Cleavelands are rated for a 3000 p
ound gross so a loaded 10 is getting close to that. The Matcos are much hea
vier duty with dual calipers so that won't be an issue.
>>
>> Bob
>>
>>> On Thursday, December 31, 2015, Kent Ogden <ogdenk@upstate.edu> wrote:
>>> John,
>>>
>>> My motivation there is that we are looking to retire out west (eventuall
y) and some of the places we like are at pretty high elevation. A good exam
ple is Flagstaff AZ at around 7,000'. Touchdown speeds will be pretty high w
ith a lot of energy to dissipate at that altitude and beefier brakes seem li
ke a good idea. Having said that, it sounds like the current brakes are bet
ter than the original Clevelands and there may be no reason to spend the ext
ra money on the Matco mod.
>>>
>>> Kent
>>>
>>>
>>>
>>> >>> "johngoodman" <johngoodman@earthlink.net> 12/30/2015 5:02 PM >>>
t>
>>>
>>> It looks like you're thinking about a brake modification. A friend of mi
ne who also owns an RV-10 just did his this Fall. He went with the Matco mod
:
>>> http://www.matcomfg.com/WHLBRKWI600225KftlbenergyeXtraTorqueRV10CONFIG-i
dv-3814-4.html
>>> I flew it one time and it does feel like there is more brake there. Your
mileage may vary....
>>> John
>>>
>>> --------
>>> #40572 Phase One complete in 2011
>>>
>>>
>>>
>>>
>>> Read this topic online here:
>>>
>>> http://forums.matronics.com/viewtopic.php?p=451533#451533
Message 14
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|
| Subject: | FAB drain usefulness |
Though I've already completed it some time ago and it's done anyway, I'm wondering
what other people's thoughts are on the usefulness of the filtered air box
drain. It would seem to me that the fact that there isn't any kind of seal on
the alternate air door would cause it to act as the exit point for fluids before
they ever make it to the "proper" drain. I can't see how any water/fuel/whatever
that ends up at the bottom of the filtered air box wouldn't just escape
around the alternate air door and dump itself inside the cowl, instead of take
the preferred route through the drain hose outside. Unless I'm misunderstanding
something, were I to do it again, I'd just skip the whole process of fibreglassing
in the drain if I was including the alternate air door... or come
up with an alternate air door design that's a bit more air and watertight.
Thoughts?
Dan
---
Dan Charrois
President, Syzygy Research & Technology
Phone: 780-961-2213
Message 15
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| Subject: | Re: FAB drain usefulness |
Interesting you pose this question. I have that little task to do, but I
question more the need and design of the alt air door. With a circular
filter, no amount of freezing rain or snow will ever impact the back
half of filter. Seems like bigger risk is blockage of the inlet to the
FAB by ice or a bird. I think installing the flapper valve for carb heat
should provide adequate alternate air.
On 12/31/2015 4:44 PM, Dan Charrois wrote:
>
> Though I've already completed it some time ago and it's done anyway, I'm wondering
what other people's thoughts are on the usefulness of the filtered air box
drain. It would seem to me that the fact that there isn't any kind of seal
on the alternate air door would cause it to act as the exit point for fluids
before they ever make it to the "proper" drain. I can't see how any water/fuel/whatever
that ends up at the bottom of the filtered air box wouldn't just escape
around the alternate air door and dump itself inside the cowl, instead of
take the preferred route through the drain hose outside. Unless I'm misunderstanding
something, were I to do it again, I'd just skip the whole process of
fibreglassing in the drain if I was including the alternate air door... or come
up with an alternate air door design that's a bit more air and watertight.
>
> Thoughts?
>
> Dan
> ---
> Dan Charrois
> President, Syzygy Research & Technology
> Phone: 780-961-2213
>
>
Message 16
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| Subject: | Re: FAB drain usefulness |
I would guess if you never over-primed you'd not need the drain.
However I've seen pictures on this list of misshaped filters that I
believe are caused by the rubber sitting in avgas for an extended
period. I thought about the alt air valve and just didn't like it a
whole lot. I just don't like an engine control that I can't return to
normal until I land and shut down. I don't think snow, heavy rain or
anything of the sort would cause the filter to seal up, but a
well-placed bird could block the inlet so I didn't want to just do away
with the alt air.
So, here's what I did .....
On 12/31/2015 6:44 PM, Dan Charrois wrote:
>
> Though I've already completed it some time ago and it's done anyway, I'm wondering
what other people's thoughts are on the usefulness of the filtered air box
drain. It would seem to me that the fact that there isn't any kind of seal
on the alternate air door would cause it to act as the exit point for fluids
before they ever make it to the "proper" drain. I can't see how any water/fuel/whatever
that ends up at the bottom of the filtered air box wouldn't just escape
around the alternate air door and dump itself inside the cowl, instead of
take the preferred route through the drain hose outside. Unless I'm misunderstanding
something, were I to do it again, I'd just skip the whole process of
fibreglassing in the drain if I was including the alternate air door... or come
up with an alternate air door design that's a bit more air and watertight.
>
> Thoughts?
>
> Dan
> ---
> Dan Charrois
> President, Syzygy Research & Technology
> Phone: 780-961-2213
>
>
Message 17
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| Subject: | Re: FAB drain usefulness |
If you=92ve ever flooded the engine on start, you know why there is a
drain hole in there=85=85
grumpy
do not archive
> On Dec 31, 2015, at 8:18 PM, Linn Walters <flying-nut@cfl.rr.com>
wrote:
>
> I would guess if you never over-primed you'd not need the drain.
However I've seen pictures on this list of misshaped filters that I
believe are caused by the rubber sitting in avgas for an extended
period. I thought about the alt air valve and just didn't like it a
whole lot. I just don't like an engine control that I can't return to
normal until I land and shut down. I don't think snow, heavy rain or
anything of the sort would cause the filter to seal up, but a
well-placed bird could block the inlet so I didn't want to just do away
with the alt air.
> So, here's what I did .....
>
>
>
>
>
> On 12/31/2015 6:44 PM, Dan Charrois wrote:
<mailto:dan@syz.com>
>>
>> Though I've already completed it some time ago and it's done anyway,
I'm wondering what other people's thoughts are on the usefulness of the
filtered air box drain. It would seem to me that the fact that there
isn't any kind of seal on the alternate air door would cause it to act
as the exit point for fluids before they ever make it to the "proper"
drain. I can't see how any water/fuel/whatever that ends up at the
bottom of the filtered air box wouldn't just escape around the alternate
air door and dump itself inside the cowl, instead of take the preferred
route through the drain hose outside. Unless I'm misunderstanding
something, were I to do it again, I'd just skip the whole process of
fibreglassing in the drain if I was including the alternate air door...
or come up with an alternate air door design that's a bit more air and
watertight.
>>
>> Thoughts?
>>
>> Dan
>> ---
>> Dan Charrois
>> President, Syzygy Research & Technology
>> Phone: 780-961-2213
>>
>>
>>
>>
>>
>>
>>
>>
>
Message 18
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| Subject: | Re: FAB drain usefulness |
My concern about relying on the Alt Air door as a drain revolves around its r
elative position to the exhaust. Dripping fuel would turn to mist in the l
ower cowl air flow and potentially ignite.
The advantage to the drain (on the back of the box) is that it can be plumbe
d to an area where the exhaust pipes aren't a factor. The ram air would pu
sh the fuel to the back of the box, then it goes out the drain and down the p
lumbing.
Also, FWIW, my alt air door opens and closes and was built per plans. I h
aven't operated it on a running engine yet so it's possible that could chang
e with negative pressure in the box; but I can open and close the door using
the control cable without any issues.
Phil
Sent from my iPhone
> On Dec 31, 2015, at 8:18 PM, Linn Walters <flying-nut@cfl.rr.com> wrote:
>
> I would guess if you never over-primed you'd not need the drain. However I
've seen pictures on this list of misshaped filters that I believe are cause
d by the rubber sitting in avgas for an extended period. I thought about th
e alt air valve and just didn't like it a whole lot. I just don't like an e
ngine control that I can't return to normal until I land and shut down
. I don't think snow, heavy rain or anything of the sort would cause the fi
lter to seal up, but a well-placed bird could block the inlet so I didn't wa
nt to just do away with the alt air.
> So, here's what I did .....
> <alt air mod 01.JPG>
>
> <alt air mod 02.JPG>
>
>
>> On 12/31/2015 6:44 PM, Dan Charrois wrote:
>>
>> Though I've already completed it some time ago and it's done anyway, I'm w
ondering what other people's thoughts are on the usefulness of the filtered a
ir box drain. It would seem to me that the fact that there isn't any kind o
f seal on the alternate air door would cause it to act as the exit point for
fluids before they ever make it to the "proper" drain. I can't see how any
water/fuel/whatever that ends up at the bottom of the filtered air box woul
dn't just escape around the alternate air door and dump itself inside the co
wl, instead of take the preferred route through the drain hose outside. Unl
ess I'm misunderstanding something, were I to do it again, I'd just skip the
whole process of fibreglassing in the drain if I was including the alternat
e air door... or come up with an alternate air door design that's a bit more
air and watertight.
>>
>> Thoughts?
>>
>> Dan
>> ---
>> Dan Charrois
>> President, Syzygy Research & Technology
>> Phone: 780-961-2213
>>
>>
>>
>>
>>
>>
>>
>>
>
Message 19
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| Subject: | Re: FAB drain usefulness |
Think about unfiltered air going around your plate that does not make a comp
lete seal.
Not so much in flight, but on ground.
Patrick Thyssen
Sent from my iPad
> On Dec 31, 2015, at 8:18 PM, Linn Walters <flying-nut@cfl.rr.com> wrote:
>
> I would guess if you never over-primed you'd not need the drain. However I
've seen pictures on this list of misshaped filters that I believe are cause
d by the rubber sitting in avgas for an extended period. I thought about th
e alt air valve and just didn't like it a whole lot. I just don't like an e
ngine control that I can't return to normal until I land and shut down. I d
on't think snow, heavy rain or anything of the sort would cause the filter t
o seal up, but a well-placed bird could block the inlet so I didn't want to j
ust do away with the alt air.
> So, here's what I did .....
> <alt air mod 01.JPG>
>
> <alt air mod 02.JPG>
>
>
>> On 12/31/2015 6:44 PM, Dan Charrois wrote:
>>
>> Though I've already completed it some time ago and it's done anyway, I'm w
ondering what other people's thoughts are on the usefulness of the filtered a
ir box drain. It would seem to me that the fact that there isn't any kind o
f seal on the alternate air door would cause it to act as the exit point for
fluids before they ever make it to the "proper" drain. I can't see how any
water/fuel/whatever that ends up at the bottom of the filtered air box woul
dn't just escape around the alternate air door and dump itself inside the co
wl, instead of take the preferred route through the drain hose outside. Unl
ess I'm misunderstanding something, were I to do it again, I'd just skip the
whole process of fibreglassing in the drain if I was including the alternat
e air door... or come up with an alternate air door design that's a bit more
air and watertight.
>>
>> Thoughts?
>>
>> Dan
>> ---
>> Dan Charrois
>> President, Syzygy Research & Technology
>> Phone: 780-961-2213
>>
>>
>>
>>
>>
>>
>>
>>
>
Message 20
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|
| Subject: | Re: FAB drain usefulness |
If I understand his pictures properly, I believe the butterfly valve is
to keep unfiltered air out unless alt air is needed. One could have the
valve open for startup and shutdown to allow draining when there is
potential for raw fuel.
On 12/31/2015 9:06 PM, Patrick Thyssen wrote:
> Think about unfiltered air going around your plate that does not make a
> complete seal.
> Not so much in flight, but on ground.
> Patrick Thyssen
>
>
> Sent from my iPad
>
> On Dec 31, 2015, at 8:18 PM, Linn Walters <flying-nut@cfl.rr.com
> <mailto:flying-nut@cfl.rr.com>> wrote:
>
>> I would guess if you never over-primed you'd not need the drain.
>> However I've seen pictures on this list of misshaped filters that I
>> believe are caused by the rubber sitting in avgas for an extended
>> period. I thought about the alt air valve and just didn't like it a
>> whole lot. I just don't like an engine control that I can't return to
>> normal until I land and shut down. I don't think snow, heavy rain or
>> anything of the sort would cause the filter to seal up, but a
>> well-placed bird could block the inlet so I didn't want to just do
>> away with the alt air.
>> So, here's what I did .....
>> <alt air mod 01.JPG>
>>
>> <alt air mod 02.JPG>
>>
>>
>> On 12/31/2015 6:44 PM, Dan Charrois wrote:
>>>
>>> Though I've already completed it some time ago and it's done anyway, I'm wondering
what other people's thoughts are on the usefulness of the filtered air
box drain. It would seem to me that the fact that there isn't any kind of seal
on the alternate air door would cause it to act as the exit point for fluids
before they ever make it to the "proper" drain. I can't see how any water/fuel/whatever
that ends up at the bottom of the filtered air box wouldn't just
escape around the alternate air door and dump itself inside the cowl, instead
of take the preferred route through the drain hose outside. Unless I'm misunderstanding
something, were I to do it again, I'd just skip the whole process of
fibreglassing in the drain if I was including the alternate air door... or come
up with an alternate air door design that's a bit more air and watertight.
>>>
>>> Thoughts?
>>>
>>> Dan
>>> ---
>>> Dan Charrois
>>> President, Syzygy Research & Technology
>>> Phone: 780-961-2213
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>
Message 21
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|
| Subject: | Re: FAB drain usefulness |
The ram air fills the cavity outside the filter then turns inward and goes t
hrough the filter from all sides. Fuel inside the filter would stay there an
d evaporate and be ingested into the engine intake. The drain is so fuel fro
m over boosting can drain out when the engine is not running. Am I missing s
omething here? Fuel can't even get into the airbox when the engine is runnin
g, can it?
Jesse Saint
Saint Aviation, Inc.
jesse@saintaviation.com
C: 352-427-0285
F: 815-377-3694
Sent from my iPhone
> On Dec 31, 2015, at 10:15 PM, Phillip Perry <philperry9@gmail.com> wrote:
>
> My concern about relying on the Alt Air door as a drain revolves around it
s relative position to the exhaust. Dripping fuel would turn to mist in t
he lower cowl air flow and potentially ignite.
>
> The advantage to the drain (on the back of the box) is that it can be plum
bed to an area where the exhaust pipes aren't a factor. The ram air would p
ush the fuel to the back of the box, then it goes out the drain and down the
plumbing.
>
> Also, FWIW, my alt air door opens and closes and was built per plans. I
haven't operated it on a running engine yet so it's possible that could cha
nge with negative pressure in the box; but I can open and close the door usi
ng the control cable without any issues.
>
> Phil
>
>
>
>
> Sent from my iPhone
>
>> On Dec 31, 2015, at 8:18 PM, Linn Walters <flying-nut@cfl.rr.com> wrote:
>>
>> I would guess if you never over-primed you'd not need the drain. However
I've seen pictures on this list of misshaped filters that I believe are cau
sed by the rubber sitting in avgas for an extended period. I thought about t
he alt air valve and just didn't like it a whole lot. I just don't like an e
ngine control that I can't return to normal until I land and shut down. I d
on't think snow, heavy rain or anything of the sort would cause the filter t
o seal up, but a well-placed bird could block the inlet so I didn't want to j
ust do away with the alt air.
>> So, here's what I did .....
>> <alt air mod 01.JPG>
>>
>> <alt air mod 02.JPG>
>>
>>
>>> On 12/31/2015 6:44 PM, Dan Charrois wrote:
>>>
>>> Though I've already completed it some time ago and it's done anyway, I'm
wondering what other people's thoughts are on the usefulness of the filtere
d air box drain. It would seem to me that the fact that there isn't any kin
d of seal on the alternate air door would cause it to act as the exit point f
or fluids before they ever make it to the "proper" drain. I can't see how a
ny water/fuel/whatever that ends up at the bottom of the filtered air box wo
uldn't just escape around the alternate air door and dump itself inside the c
owl, instead of take the preferred route through the drain hose outside. Un
less I'm misunderstanding something, were I to do it again, I'd just skip th
e whole process of fibreglassing in the drain if I was including the alterna
te air door... or come up with an alternate air door design that's a bit mor
e air and watertight.
>>>
>>> Thoughts?
>>>
>>> Dan
>>> ---
>>> Dan Charrois
>>> President, Syzygy Research & Technology
>>> Phone: 780-961-2213
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>
Message 22
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|
| Subject: | Re: FAB drain usefulness |
Not a bad observation. However, on the ground, with the engine running
..... I think there's enough air flowing down and out to keep any dust
from being sucked in. There are really small gaps where the bushings
are, but the plate is an ellipse and seals really well since it's at an
angle in the tube. The hole in the original FAB (per plans) has screen
over it to keep out FOD in event the screws (or lizards, mud daubers
....) holding the plate to the shaft come loose.
You'd be amazed at what some certified aircraft have for alternate air
......
Linn
On 12/31/2015 11:06 PM, Patrick Thyssen wrote:
> Think about unfiltered air going around your plate that does not make
> a complete seal.
> Not so much in flight, but on ground.
> Patrick Thyssen
>
>
> Sent from my iPad
>
> On Dec 31, 2015, at 8:18 PM, Linn Walters <flying-nut@cfl.rr.com
> <mailto:flying-nut@cfl.rr.com>> wrote:
>
>> I would guess if you never over-primed you'd not need the drain.
>> However I've seen pictures on this list of misshaped filters that I
>> believe are caused by the rubber sitting in avgas for an extended
>> period. I thought about the alt air valve and just didn't like it a
>> whole lot. I just don't like an engine control that I can't return
>> to normal until I land and shut down. I don't think snow, heavy rain
>> or anything of the sort would cause the filter to seal up, but a
>> well-placed bird could block the inlet so I didn't want to just do
>> away with the alt air.
>> So, here's what I did .....
>> <alt air mod 01.JPG>
>>
>> <alt air mod 02.JPG>
>>
>>
>> On 12/31/2015 6:44 PM, Dan Charrois wrote:
>>>
>>> Though I've already completed it some time ago and it's done anyway, I'm wondering
what other people's thoughts are on the usefulness of the filtered air
box drain. It would seem to me that the fact that there isn't any kind of seal
on the alternate air door would cause it to act as the exit point for fluids
before they ever make it to the "proper" drain. I can't see how any water/fuel/whatever
that ends up at the bottom of the filtered air box wouldn't just
escape around the alternate air door and dump itself inside the cowl, instead
of take the preferred route through the drain hose outside. Unless I'm misunderstanding
something, were I to do it again, I'd just skip the whole process of
fibreglassing in the drain if I was including the alternate air door... or come
up with an alternate air door design that's a bit more air and watertight.
>>>
>>> Thoughts?
>>>
>>> Dan
>>> ---
>>> Dan Charrois
>>> President, Syzygy Research & Technology
>>> Phone: 780-961-2213
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>
Message 23
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|
| Subject: | Re: FAB drain usefulness |
Nope .... no fuel can enter the FAB when the engine is running. I
suspect that the mis-shaped filters I saw were due to avgas entering the
FAB due to overpriming .... and once in the belly of the FAB it won't
get sucked up into the engine when it starts, so it's there until it
evaporates. Repeated doses of avgas causes the rubber on the filter to
expand. I may be wrong ..... ;-)
Linn ... painting
On 12/31/2015 11:23 PM, Jesse Saint wrote:
> The ram air fills the cavity outside the filter then turns inward and
> goes through the filter from all sides. Fuel inside the filter would
> stay there and evaporate and be ingested into the engine intake. The
> drain is so fuel from over boosting can drain out when the engine is
> not running. Am I missing something here? Fuel can't even get into the
> airbox when the engine is running, can it?
>
> Jesse Saint
> Saint Aviation, Inc.
> jesse@saintaviation.com <mailto:jesse@saintaviation.com>
> C: 352-427-0285
> F: 815-377-3694
>
> Sent from my iPhone
>
> On Dec 31, 2015, at 10:15 PM, Phillip Perry <philperry9@gmail.com
> <mailto:philperry9@gmail.com>> wrote:
>
>> My concern about relying on the Alt Air door as a drain revolves
>> around its relative position to the exhaust. Dripping fuel would
>> turn to mist in the lower cowl air flow and potentially ignite.
>>
>> The advantage to the drain (on the back of the box) is that it can be
>> plumbed to an area where the exhaust pipes aren't a factor. The ram
>> air would push the fuel to the back of the box, then it goes out the
>> drain and down the plumbing.
>>
>> Also, FWIW, my alt air door opens and closes and was built per
>> plans. I haven't operated it on a running engine yet so it's
>> possible that could change with negative pressure in the box; but I
>> can open and close the door using the control cable without any issues.
>>
>> Phil
>>
>>
>>
>>
>> Sent from my iPhone
>>
>> On Dec 31, 2015, at 8:18 PM, Linn Walters <flying-nut@cfl.rr.com
>> <mailto:flying-nut@cfl.rr.com>> wrote:
>>
>>> I would guess if you never over-primed you'd not need the drain.
>>> However I've seen pictures on this list of misshaped filters that I
>>> believe are caused by the rubber sitting in avgas for an extended
>>> period. I thought about the alt air valve and just didn't like it a
>>> whole lot. I just don't like an engine control that I can't return
>>> to normal until I land and shut down. I don't think snow, heavy
>>> rain or anything of the sort would cause the filter to seal up, but
>>> a well-placed bird could block the inlet so I didn't want to just do
>>> away with the alt air.
>>> So, here's what I did .....
>>> <alt air mod 01.JPG>
>>>
>>> <alt air mod 02.JPG>
>>>
>>>
>>> On 12/31/2015 6:44 PM, Dan Charrois wrote:
>>>>
>>>> Though I've already completed it some time ago and it's done anyway, I'm wondering
what other people's thoughts are on the usefulness of the filtered air
box drain. It would seem to me that the fact that there isn't any kind of seal
on the alternate air door would cause it to act as the exit point for fluids
before they ever make it to the "proper" drain. I can't see how any water/fuel/whatever
that ends up at the bottom of the filtered air box wouldn't just
escape around the alternate air door and dump itself inside the cowl, instead
of take the preferred route through the drain hose outside. Unless I'm misunderstanding
something, were I to do it again, I'd just skip the whole process
of fibreglassing in the drain if I was including the alternate air door... or
come up with an alternate air door design that's a bit more air and watertight.
>>>>
>>>> Thoughts?
>>>>
>>>> Dan
>>>> ---
>>>> Dan Charrois
>>>> President, Syzygy Research & Technology
>>>> Phone: 780-961-2213
>>>>
>>>>
>>>>
>>>>
>>>>
>>>>
>>>>
>>>>
>>>
Message 24
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|
| Subject: | Re: FAB drain usefulness |
The air. filter do not expand they shrink. I'm talking about dust and cr--p t
hat will be sucked in since its on the lowest side of sucking pressure, not r
equired to go through air filter. You don't have a positive seal with your p
late. Only you will know when you start getting oil analysis and see what sh
ows up.
Sent from my iPad
> On Dec 31, 2015, at 10:28 PM, Linn Walters <flying-nut@cfl.rr.com> wrote:
>
> Not a bad observation. However, on the ground, with the engine running ..
... I think there's enough air flowing down and out to keep any dust from be
ing sucked in. There are really small gaps where the bushings are, but the p
late is an ellipse and seals really well since it's at an angle in the tube.
The hole in the original FAB (per plans) has screen over it to keep out FO
D in event the screws (or lizards, mud daubers ....) holding the plate to th
e shaft come loose.
> You'd be amazed at what some certified aircraft have for alternate air ...
...
> Linn
>
>> On 12/31/2015 11:06 PM, Patrick Thyssen wrote:
>> Think about unfiltered air going around your plate that does not make a c
omplete seal.
>> Not so much in flight, but on ground.
>> Patrick Thyssen
>>
>>
>> Sent from my iPad
>>
>> On Dec 31, 2015, at 8:18 PM, Linn Walters <flying-nut@cfl.rr.com> wrote:
>>
>>> I would guess if you never over-primed you'd not need the drain. Howeve
r I've seen pictures on this list of misshaped filters that I believe are ca
used by the rubber sitting in avgas for an extended period. I thought about
the alt air valve and just didn't like it a whole lot. I just don't like a
n engine control that I can't return to normal until I land and shut down. I
don't think snow, heavy rain or anything of the sort would cause the filter
to seal up, but a well-placed bird could block the inlet so I didn't want t
o just do away with the alt air.
>>> So, here's what I did .....
>>> <alt air mod 01.JPG>
>>>
>>> <alt air mod 02.JPG>
>>>
>>>
>>>> On 12/31/2015 6:44 PM, Dan Charrois wrote:
>>>>
>>>> Though I've already completed it some time ago and it's done anyway, I'
m wondering what other people's thoughts are on the usefulness of the filter
ed air box drain. It would seem to me that the fact that there isn't any ki
nd of seal on the alternate air door would cause it to act as the exit point
for fluids before they ever make it to the "proper" drain. I can't see how
any water/fuel/whatever that ends up at the bottom of the filtered air box w
ouldn't just escape around the alternate air door and dump itself inside the
cowl, instead of take the preferred route through the drain hose outside. U
nless I'm misunderstanding something, were I to do it again, I'd just skip t
he whole process of fibreglassing in the drain if I was including the altern
ate air door... or come up with an alternate air door design that's a bit mo
re air and watertight.
>>>>
>>>> Thoughts?
>>>>
>>>> Dan
>>>> ---
>>>> Dan Charrois
>>>> President, Syzygy Research & Technology
>>>> Phone: 780-961-2213
>>>>
>>>>
>>>>
>>>>
>>>>
>>>>
>>>>
>>>>
>
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