Today's Message Index:
----------------------
1. 05:21 AM - Re: Low max static RPM (Jesse Saint)
2. 05:50 AM - Re: Low max static RPM (Tim Olson)
3. 06:17 AM - Re: Low max static RPM (Kelly McMullen)
4. 06:24 AM - Nuts and Bolts (Phillip Perry)
5. 07:15 AM - Re: Nuts and Bolts (John Cox)
6. 08:08 AM - Re: Nuts and Bolts (Lenny Iszak)
7. 09:05 AM - Re: Loehle aircraft and airplane paint (Vernon Franklin)
8. 12:27 PM - Max RPM on D4A5 Lycoming (Doc)
9. 02:58 PM - Re: Max RPM on D4A5 Lycoming (Kelly McMullen)
Message 1
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| Subject: | Re: Low max static RPM |
2500 rpm gives plenty of power for flight, so just fly and see what your max rpm
is on takeoff. 2575 rpm makes 250HP, so you'll be fine.
Enjoy!
Jesse Saint
Saint Aviation, Inc.
jesse@saintaviation.com
C: 352-427-0285
F: 815-377-3694
Sent from my iPhone
> On Dec 3, 2016, at 2:15 AM, Dan Charrois <dan@syz.com> wrote:
>
>
> Hi everyone. I'm wondering if anyone else has experienced what I am.
>
> I'm just about ready for first flight in my RV-10 (inspection's done, paperwork's
back.. it's legally an airplane now, so just doing some final tidying up
(and waiting for a good weather day).
>
> I have a Lycoming YIO-540-D4A5 with an MTV-12-B prop and Hartzell S-1-32 governor
- pretty much stock Van's recommended equipment, and supplied directly by
them. During a static engine runup, I only got to a maximum RPM of 2500... and
from what I understand, 2650 is closer to what I should be shooting for. So
I adjusted the max RPM adjustment screw on the governor and tried again, but
there was no change (and the governor arm does touch the high RPM screw on when
set to max RPM)
>
> The shop that assembled my MTV-12-B, as well as Hartzell and Van's have all suggested
that the low pitch stop may be limiting the static RPM (another suggestion
they made was to ensure my tach was reading accurate. I don't have an optical
tachometer to check it, though I could buy one if it's worth doing... though
since my RPM is monitored through an Advanced Flight Systems sensor that
goes on an magneto, it doesn't seem likely to me that there would be a small
error... digital as I believe it is, I would suspect it to either work perfectly,
or not at all).
>
> In any case, has anyone else run into something like this? A friend of mine
with a flying RV-10 has mentioned he does get in the neighbourhood of 2650 on
his takeoff roll... though his engine produces closer to 300 HP vs my 260 HP,
and he has a different governor than I do as well. My reading also wasn't really
on a takeoff roll - I was stationary, and though I tried accelerating a bit,
never got up to more than maybe 20 knots before I powered back, so perhaps
it will increase a bit once I start moving. Density altitude at the time was
around minus 500 feet due to temperatures at about -10 degrees C.
>
> It's a new engine from Lycoming, so I want to run it as little as possible on
the ground, giving it a proper breakin while flying. My thoughts are that 2500
RPM should still be more than adequate for takeoff power on a first flight
(cold temperatures here, no significant obstacles, light weight in the airplane,
etc.) and then I might tweak either the governor more and/or low pitch stops
a bit between subsequent flights to see if I can increase my takeoff RPM a bit.
>
> Just wondering - has anybody else run into anything like this, or have any suggestions?
>
> Thanks!
>
> Dan
> ---
> Dan Charrois
> President, Syzygy Research & Technology
> Phone: 780-961-2213
>
>
>
>
>
Message 2
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| Subject: | Re: Low max static RPM |
I would agree. It should fly fine. Don't try to do too much with it on the ground
just yet until you see how it is in flight. But, once you get it flyIng,
you should have many opportunities for in cowling it and adjusting things. Then
you can tweak it without worrying about hurting your fresh engine.
Tim
> On Dec 3, 2016, at 7:21 AM, Jesse Saint <jesse@saintaviation.com> wrote:
>
>
> 2500 rpm gives plenty of power for flight, so just fly and see what your max
rpm is on takeoff. 2575 rpm makes 250HP, so you'll be fine.
>
> Enjoy!
>
> Jesse Saint
> Saint Aviation, Inc.
> jesse@saintaviation.com
> C: 352-427-0285
> F: 815-377-3694
>
> Sent from my iPhone
>
>> On Dec 3, 2016, at 2:15 AM, Dan Charrois <dan@syz.com> wrote:
>>
>>
>> Hi everyone. I'm wondering if anyone else has experienced what I am.
>>
>> I'm just about ready for first flight in my RV-10 (inspection's done, paperwork's
back.. it's legally an airplane now, so just doing some final tidying up
(and waiting for a good weather day).
>>
>> I have a Lycoming YIO-540-D4A5 with an MTV-12-B prop and Hartzell S-1-32 governor
- pretty much stock Van's recommended equipment, and supplied directly by
them. During a static engine runup, I only got to a maximum RPM of 2500...
and from what I understand, 2650 is closer to what I should be shooting for.
So I adjusted the max RPM adjustment screw on the governor and tried again, but
there was no change (and the governor arm does touch the high RPM screw on when
set to max RPM)
>>
>> The shop that assembled my MTV-12-B, as well as Hartzell and Van's have all
suggested that the low pitch stop may be limiting the static RPM (another suggestion
they made was to ensure my tach was reading accurate. I don't have an
optical tachometer to check it, though I could buy one if it's worth doing...
though since my RPM is monitored through an Advanced Flight Systems sensor that
goes on an magneto, it doesn't seem likely to me that there would be a small
error... digital as I believe it is, I would suspect it to either work perfectly,
or not at all).
>>
>> In any case, has anyone else run into something like this? A friend of mine
with a flying RV-10 has mentioned he does get in the neighbourhood of 2650 on
his takeoff roll... though his engine produces closer to 300 HP vs my 260 HP,
and he has a different governor than I do as well. My reading also wasn't really
on a takeoff roll - I was stationary, and though I tried accelerating a bit,
never got up to more than maybe 20 knots before I powered back, so perhaps
it will increase a bit once I start moving. Density altitude at the time was
around minus 500 feet due to temperatures at about -10 degrees C.
>>
>> It's a new engine from Lycoming, so I want to run it as little as possible on
the ground, giving it a proper breakin while flying. My thoughts are that 2500
RPM should still be more than adequate for takeoff power on a first flight
(cold temperatures here, no significant obstacles, light weight in the airplane,
etc.) and then I might tweak either the governor more and/or low pitch stops
a bit between subsequent flights to see if I can increase my takeoff RPM a
bit.
>>
>> Just wondering - has anybody else run into anything like this, or have any suggestions?
>>
>> Thanks!
>>
>> Dan
>> ---
>> Dan Charrois
>> President, Syzygy Research & Technology
>> Phone: 780-961-2213
>>
>>
>>
>>
>>
>
>
>
>
>
Message 3
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| Subject: | Re: Low max static RPM |
Right now I would not concern yourself too much about static rpm. A stock
IO-540 in certified condition, i.e. stock compression of 8.5 to 1 is rated
at 250 hp at 2575 rpm (as installed in the Piper Aztec). My main concern at
-10 C would be getting the oil warm enough. I would want at least 100-120 F
for take-off on first flight. I would want CHT above about 225 F. At a
below sea level DA your engine will make more power, and you will have
noticeably more lift. For a solo first flight, or even with the additional
pilot program (highly recommended) your initial take off weight will be
between 2200 and 2300 lbs. More than enough power at those weights. Even
bringing the power up slowly, with flaps at 0 degrees, your plane will want
to fly within 1000-1500 ft ground roll and will climb quite rapidly. I
don't recommend using flaps 15 for first flight...you will overspeed them,
just because you will be behind the airplane a bit on that first takeoff.
The engine will be quite happy with 2500-2600 rpm, and you won't need to be
concerned about dialing the rpm back until you reach your break-in
altitude. For noise and comfort, 3500 MSL with 24" and 2400 works pretty
well to get 75% give or take a couple percent. At least with your OAT you
won't have CHT or oil temp problems to worry about. Once you have a few
hours on the engine, it will rev a little freer and you will be able to see
what your prop governor will allow at flying speeds. I have your prop, MT
governor (with the SB for flyweight assy applied) and I had to watch to
prevent overspeed until I sent the governor in for the SB and had them
adjust the governor redline down 30 rpm. I have Dynon Skyview which uses
connection through resistors to both P-leads for rpm sensing. Because my
first flight was at something above 30 C and all of Phase I was hotter
temps, and I was fighting high CHT I did a lot of takeoffs at 85% power,
reducing to 65% pretty quickly after reaching pattern altitude. I likely
will add some more cooling before next summer.
Kelly
-sent from the I-droid implanted in my forearm
On Sat, Dec 3, 2016 at 12:15 AM, Dan Charrois <dan@syz.com> wrote:
>
> Hi everyone. I'm wondering if anyone else has experienced what I am.
>
> I'm just about ready for first flight in my RV-10 (inspection's done,
> paperwork's back.. it's legally an airplane now, so just doing some final
> tidying up (and waiting for a good weather day).
>
> I have a Lycoming YIO-540-D4A5 with an MTV-12-B prop and Hartzell S-1-32
> governor - pretty much stock Van's recommended equipment, and supplied
> directly by them. During a static engine runup, I only got to a maximum
> RPM of 2500... and from what I understand, 2650 is closer to what I should
> be shooting for. So I adjusted the max RPM adjustment screw on the
> governor and tried again, but there was no change (and the governor arm
> does touch the high RPM screw on when set to max RPM)
>
> The shop that assembled my MTV-12-B, as well as Hartzell and Van's have
> all suggested that the low pitch stop may be limiting the static RPM
> (another suggestion they made was to ensure my tach was reading accurate.
> I don't have an optical tachometer to check it, though I could buy one if
> it's worth doing... though since my RPM is monitored through an Advanced
> Flight Systems sensor that goes on an magneto, it doesn't seem likely to me
> that there would be a small error... digital as I believe it is, I would
> suspect it to either work perfectly, or not at all).
>
> In any case, has anyone else run into something like this? A friend of
> mine with a flying RV-10 has mentioned he does get in the neighbourhood of
> 2650 on his takeoff roll... though his engine produces closer to 300 HP vs
> my 260 HP, and he has a different governor than I do as well. My reading
> also wasn't really on a takeoff roll - I was stationary, and though I tried
> accelerating a bit, never got up to more than maybe 20 knots before I
> powered back, so perhaps it will increase a bit once I start moving.
> Density altitude at the time was around minus 500 feet due to temperatures
> at about -10 degrees C.
>
> It's a new engine from Lycoming, so I want to run it as little as possible
> on the ground, giving it a proper breakin while flying. My thoughts are
> that 2500 RPM should still be more than adequate for takeoff power on a
> first flight (cold temperatures here, no significant obstacles, light
> weight in the airplane, etc.) and then I might tweak either the governor
> more and/or low pitch stops a bit between subsequent flights to see if I
> can increase my takeoff RPM a bit.
>
> Just wondering - has anybody else run into anything like this, or have any
> suggestions?
>
> Thanks!
>
> Dan
> ---
> Dan Charrois
> President, Syzygy Research & Technology
> Phone: 780-961-2213
>
>
Message 4
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This is worth watching... Lots of education and lab demonstrations packed i
nto 5 minute.
https://youtu.be/IKwWu2w1gGk
Sent from my iPhone
Message 5
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| Subject: | Re: Nuts and Bolts |
Outstanding video. Van's has gone to Nordlock on the RV-12 Sensenich prop
bolts.
John C.
John Cox
On Dec 3, 2016 06:27, "Phillip Perry" <philperry9@gmail.com> wrote:
> This is worth watching... Lots of education and lab demonstrations
> packed into 5 minute.
>
> https://youtu.be/IKwWu2w1gGk
>
>
> Sent from my iPhone
>
Message 6
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| Subject: | Re: Nuts and Bolts |
Great video! Matco uses these Nordlock washers on the brake calipers of the RV-10
wheel & brake setup. It's disturbing to see how easy those nylon locknuts are
coming off.
All my flight controls use helicopter nuts, castellated + nylock in one. MS17825
-3 and -4.
I've seen someone here mention using those a couple of days ago. I'm glad i'm not
the only "nut nut" around here. :D
--------
Lenny
N311LZ
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=463651#463651
Message 7
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| Subject: | Re: Loehle aircraft and airplane paint |
I placed an order with Sandy at Loehle back in September. I received
everything but my Wonderfill, it was marked as backordered.
I tried contacting them in October and November to find out where my order
was, and never could get in touch with anyone.
My gut tells me they have just quietly shut the doors, and not notified
their customers.
I have used their product to completely prep and prime the plane. I am not
to happy with it, as it orange peeled pretty much the entire project. It
is going to require some elbow grease to smooth things out before I paint.
But I want to finish the plane and get in the air for a year or so before I
paint, in case I want to do any post-build modifications.
I am not sure what you are needing at this point, but I found a good
replacement for Wonderfill was Dolphin Glaze. Takes a little more sanding,
but fills the pinholes, scratches, and imperfections a little easier than
bondo. Here
<https://www.amazon.com/U-Pol-0714-Self-Leveling-Polyester-Finishing/dp/B00
38D8KXU>
is
what I used to finish things up, my local paint supplier carries it for
around $10.
I have played with some paint, I decided to go with what Vans uses; Valspar
852 Polyurethane. This is a fantastic product, and looks great, see the
metallic blue on my pants and spinner. When I finally decide to paint the
whole plane, this is what I will be going with.
Attaching an image of what things look like right now.
Good luck!
Vernon
[image: Inline image 1]
On Fri, Dec 2, 2016 at 11:52 AM, Linn Walters <flying-nut@cfl.rr.com> wrote
:
>
> No data on Loehle ......
> I cleaned the aluminum parts with lacquer thinner and then acid etched
> just prior to painting the primer. I used Sherwin Williams acrylic ename
l
> automotive paint (FPC135W which is their white fleet paint) and the FP410
> primer. I did not want to use the two stage base coat/clear coat because
I
> saw what the professionals produced on lots of cars on the road.
> Linn
>
> On 12/2/2016 12:28 PM, Gautier, Thomas N (3262) wrote:
>
>> RV-10ers,
>>
>> After some years of building and lurking on the list I am ready to
>> paint my =9910. I have been using Loehle Aircraft primers for the
fiberglass
>> parts and I would like to do the same for painting the metal. However I
>> have been unsuccessful in contacting Loehle Aircraft by telephone nor
>> e-mail after repeated attempts over the last two weeks. Does anyone know
if
>> something has happened to Loehle Aircraft?
>>
>> Also, do you listers have suggestions (of course you do) for a
>> different, easily usable paint system in case I can=99t get more L
oehle
>> material?
>>
>> Regards,
>> Nick Gautier
>> N363TG reserved
>>
>
===========
===========
===========
===========
===========
===========
>
>
--
Vernon Franklin
Message 8
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| Subject: | Max RPM on D4A5 Lycoming |
Carlos: You are right. The D4A5 is rated at 260hp at 2750rpm. I had
the same problem with the engine reving to only 2500 rpm with the
initial Hartzel governor Van's sent. We tried adjusting the stop on the
governor, etc. to no avail. I finally checked what governor was
recommended for a Hartzel prop (in our case) and found out Van's sent
the wrong governor! Make sure you have a S-1-32 governor. Doc N123CV
#41087
Message 9
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| Subject: | Re: Max RPM on D4A5 Lycoming |
Actually the redline is 2700, NOT 2750. The last 125 rpm only get you from
250 to 260 hp.
-sent from the I-droid implanted in my forearm
On Sat, Dec 3, 2016 at 1:26 PM, Doc <docclv@windstream.net> wrote:
>
> Carlos: You are right. The D4A5 is rated at 260hp at 2750rpm. I had the
> same problem with the engine reving to only 2500 rpm with the initial
> Hartzel governor Van's sent. We tried adjusting the stop on the governor,
> etc. to no avail. I finally checked what governor was recommended for a
> Hartzel prop (in our case) and found out Van's sent the wrong governor!
> Make sure you have a S-1-32 governor. Doc N123CV #41087
>
>
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