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PIPREP at 34 Hours

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wvu(at)ameritel.net
Guest

Posted: Tue Feb 27, 2007 9:19 pm Post subject: PIPREP at 34 Hours

There are plenty of aerodynamic  performance posted already, especially on Tim Olson’s site so I won’t go there  much.  Below are my  notes/squawks/comments/lessons learned at 34 hours. Slightly long post but hope  there’s something here for everyone.  There are also a question or  two.   Maybe you can help me out. 

<?xml:namespace prefix = o ns =  "urn:schemas-microsoft-com:office:office" />  

Handling/Flying  qualities: 

RV-10 is a joy to fly.  No new news here.  Casual observers tell me the IO-540  sounds manly – very throaty. 

  

Controls are at least twice as  heavy as my old RV-6.  Still  light.  Well balanced feel. 

  

With one soul onboard and  40-80lbs ballast in the baggage area... takeoffs require a slight nose down trim  irregardless of fuel level, perhaps a ¼ inch trim tabs up or about a full one  second push on the coolie hat.  In  cruise I can see a slight (1/8 in) elevator leading edge (where the counter  balance arms are) protruding above the trailing edge of the horizontal stab 

  

Pitch trim band is narrow.  Slight power adjustment will require you  to re-trim. Not really a problem here. Have not ever ran out of pitch trim  authority. 

  

If you fight with the controls  while the Trutrak is engaged, it WILL give in to you – only once. Replacing the  shear screw fixed the problem. 

  

Still getting used to  differential braking.  Tail wheel  seems much more natural, sorry. 

  

Aircraft is too easy to  land.  Takes two hands to pull the  stick all the way aft on roll out. Don’t take me literally.  Take transition training before flying  yours. 

  

Engine: 

  

Engine burns about 1qt of  straight mineral oil every 5 hours.   I keep it at 9qts.  Tim Olson  mentioned his stabilizes around 8qts.   Maybe I let it breathe out too much.  Will let it go down to 8qts and see what  happens.  I don’t expect full break  in for at least 50 hours. 

  

Cylinders #2 and #4 running hot  compared to others prior to maiden flight.   Fuel flow test indicated that they got 50% amount of fuel compared to  cylinders.  Found out port on spider  faintly labeled “METER” was used for #2 (my bad).  Fuel for this port is shared with port  for #4.  Thus, they each got 50% of  fuel. Moving fuel lines around on the spider and plugged the METER port fixed  the problem. Use  

  

CHT 's1 and 2 are hottest.  410degF on climb out at 105kts.  Definitely need to cut down the air dams  if nothing else.  They are around  380degF in cruise while others are around 360.  See what’s all Tim Olson did on his  site.  I think he’s cruising around  320deg now. 

  

Vetterman exhaust discolors  bottom cowl in areas closest to the exhaust.  Not sure how close they are to the  cowl.  You’ll want to protect the  inside of the bottom cowl with aluminum sheets that Van’s sell or something  similar.  Smooth the cowl first with  a layer of resin. 

  

Prop governor arm slightly  interfered with top cowl in flight but not on the ground at the area of the bolt  attaching the clevis to the governor arm.   The cowls move slightly in flight.   Give a good ¼” clearance fixed the problem. 

  

Airframe: 

Noticed bottom left cowl hinge  had one broken eyelet on the cowl half at 25 hours.  At 34 hours 5 out of 6 eyelets were  broken.  Replaced hinge half on  cowl.  Will throw away bottoms  hinges and use nutplates/screws like what Tim Olson did at the next opportunity.  He uses 0.063 tab and five nutplates (appear to be K1000-0 per side. 

  

Stress crack around the bottom  most rivet on the oil cooler hose flange on the baffle.  The weldment on the flange itself  appears ok.  Will add doubler and  re-rivet the flange in place.  Will  also reinforce the weldment as someone else suggested.  Will have to search the archive on how  this person did it. 

  

No excessive heat in tunnel.  I insulated the bottom of the tunnel  from firewall to spar, and around fuel lines immediately below the fuel selector  valve. I also routed one port from the avionics cooling fan to the tunnel to  keep the air moving inside the tunnel. 

  

NACA air vents as designed are  cold on the knees in the winter time with a slight leak.  Route them to your panel or somewhere  else if I were you. 

  

No problems with the nose wheel  spacers.  I added screws through the  nose fork to make sure the spacers don’t move. 

  

Small short “cracks” around rear  windows due to flexing.  Not sure  what to do here.  Feels like you  need to allow it to flex.  Any  suggestions?  I’d like to fix it  before painting. 

  

Need to install the upper  intersection fairings so I can fly with wheel pants on and gain a few knots 

  

Avionics: 

Satisfied with the GRT  EFIS’s.  No problems switching from  standard six-pack to glass panel. I enjoy the readily available true airspeed,  wind velocity, flight path vector, g-meter, electronic checklists, etc.  

  

Love the Mode-S. Aerocrapper (pun  intended) suggested a “Mute” switch for the Mode-S in case b*tching Betty gets  too annoying around the pattern.   Don’t need this switch.   B*tching Betty is not annoying at all.  She comes on only once when the traffic  first shows up. 

  

GRT EIS 6000 fuel levels are  inop.  Found out Aerocrapper did not  provide the 4.8V input or via 470ohm resistors to the sensor inputs.  Hate to think of mucking behind the  panel at this point. 

  

Garmin 430 is powerful.  Learning curve is still steep at this  point. 

  

Human factors: 

Infinity stick grips are  awesome.  I make shoot-em-up noises  while flyingJ.  Only complaint is coolie hat does not  engage until it almost hits the stops. 

  

Seats with wonder-cushions are  uncomfortable for me, at least for my weight (170lbs).  Feels like I’m sitting on a rock. After  the foam is warmed up it really conforms to your curves, like slightly up your  crack.  Wear jeans so this doesn’t  happen. 

  

Don’t have a good way to stow the  fwd harnesses.  Don’t like to see  “hooks” above my head or on the center bar above the glare shield right in front  of my eyes.   

  

Keep pounding those rivets…. 

  

AnhN591VU

   [quote][b]

zackrv8

Joined: 14 Jan 2006
Posts: 133

Posted: Wed Feb 28, 2007 5:51 am Post subject: Re: PIPREP at 34 Hours

Anh,



   Great to hear the report.  Thanks for the input.  This is all good stuff for us that follow you.



  Here's a suggestion on the shoulder straps.  Instead of the overhead aluminum strap, why not sew some velcro onto the shoulder harness?  Just velcro overhead when not in use.



  I wish I could have warned you of the bottom piano hinge on the cowl.  I have screws and platenuts (4 K-1008's each side) there also.  No problems after 1000 hours.



  I would suggest getting rid of the black P-O-C eyeball vents that Vans provide in the kit.  Get the aluminum ones that are sold by many vendors (suggest Stein for starters).  Adds a touch of class to your interior and seals off the cold air.



Joe

[quote="wvu(at)ameritel.net"]There are plenty of aerodynamic  performance posted already, especially on Tim Olson?s site so I won?t go there  much.  Below are my  notes/squawks/comments/lessons learned at 34 hours. Slightly long post but hope  there?s something here for everyone.  There are also a question or  two.   Maybe you can help me out. 

<xml>  

Handling/Flying  qualities: 

RV-10 is a joy to fly.  No new news here.  Casual observers tell me the IO-540  sounds manly ? very throaty. 

  

Controls are at least twice as  heavy as my old RV-6.  Still  light.  Well balanced feel. 

  

With one soul onboard and  40-80lbs ballast in the baggage area... takeoffs require a slight nose down trim  irregardless of fuel level, perhaps a ? inch trim tabs up or about a full one  second push on the coolie hat.  In  cruise I can see a slight (1/8 in) elevator leading edge (where the counter  balance arms are) protruding above the trailing edge of the horizontal stab 

  

Pitch trim band is narrow.  Slight power adjustment will require you  to re-trim. Not really a problem here. Have not ever ran out of pitch trim  authority. 

  

If you fight with the controls  while the Trutrak is engaged, it WILL give in to you ? only once. Replacing the  shear screw fixed the problem. 

  

Still getting used to  differential braking.  Tail wheel  seems much more natural, sorry. 

  

Aircraft is too easy to  land.  Takes two hands to pull the  stick all the way aft on roll out. Don?t take me literally.  Take transition training before flying  yours. 

  

Engine: 

  

Engine burns about 1qt of  straight mineral oil every 5 hours.   I keep it at 9qts.  Tim Olson  mentioned his stabilizes around 8qts.?  Maybe I let it breathe out too much.  Will let it go down to 8qts and see what  happens.  I don?t expect full break  in for at least 50 hours. 

  

Cylinders #2 and #4 running hot  compared to others prior to maiden flight.   Fuel flow test indicated that they got 50% amount of fuel compared to  cylinders.  Found out port on spider  faintly labeled ?METER? was used for #2 (my bad).  Fuel for this port is shared with port  for #4.  Thus, they each got 50% of  fuel. Moving fuel lines around on the spider and plugged the METER port fixed  the problem. Use  

  

CHT 's1 and 2 are hottest.  410degF on climb out at 105kts.  Definitely need to cut down the air dams  if nothing else.  They are around  380degF in cruise while others are around 360.  See what?s all Tim Olson did on his  site.  I think he?s cruising around  320deg now. 

  

Vetterman exhaust discolors  bottom cowl in areas closest to the exhaust.  Not sure how close they are to the  cowl.  You?ll want to protect the  inside of the bottom cowl with aluminum sheets that Van?s sell or something  similar.  Smooth the cowl first with  a layer of resin. 

  

Prop governor arm slightly  interfered with top cowl in flight but not on the ground at the area of the bolt  attaching the clevis to the governor arm.   The cowls move slightly in flight.   Give a good ?? clearance fixed the problem. 

  

Airframe: 

Noticed bottom left cowl hinge  had one broken eyelet on the cowl half at 25 hours.  At 34 hours 5 out of 6 eyelets were  broken.  Replaced hinge half on  cowl.  Will throw away bottoms  hinges and use nutplates/screws like what Tim Olson did at the next opportunity.  He uses 0.063 tab and five nutplates (appear to be K1000-0 per side. 

  

Stress crack around the bottom  most rivet on the oil cooler hose flange on the baffle.  The weldment on the flange itself  appears ok.  Will add doubler and  re-rivet the flange in place.  Will  also reinforce the weldment as someone else suggested.  Will have to search the archive on how  this person did it. 

  

No excessive heat in tunnel.  I insulated the bottom of the tunnel  from firewall to spar, and around fuel lines immediately below the fuel selector  valve. I also routed one port from the avionics cooling fan to the tunnel to  keep the air moving inside the tunnel. 

  

NACA air vents as designed are  cold on the knees in the winter time with a slight leak.  Route them to your panel or somewhere  else if I were you. 

  

No problems with the nose wheel  spacers.  I added screws through the  nose fork to make sure the spacers don?t move. 

  

Small short ?cracks? around rear  windows due to flexing.  Not sure  what to do here.  Feels like you  need to allow it to flex.  Any  suggestions?  I?d like to fix it  before painting. 

  

Need to install the upper  intersection fairings so I can fly with wheel pants on and gain a few knots 

  

Avionics: 

Satisfied with the GRT  EFIS?s.  No problems switching from  standard six-pack to glass panel. I enjoy the readily available true airspeed,  wind velocity, flight path vector, g-meter, electronic checklists, etc.  

  

Love the Mode-S. Aerocrapper (pun  intended) suggested a ?Mute? switch for the Mode-S in case b*tching Betty gets  too annoying around the pattern.   Don?t need this switch.   B*tching Betty is not annoying at all.  She comes on only once when the traffic  first shows up. 

  

GRT EIS 6000 fuel levels are  inop.  Found out Aerocrapper did not  provide the 4.8V input or via 470ohm resistors to the sensor inputs.  Hate to think of mucking behind the  panel at this point. 

  

Garmin 430 is powerful.  Learning curve is still steep at this  point. 

  

Human factors: 

Infinity stick grips are  awesome.  I make shoot-em-up noises  while flyingJ.  Only complaint is coolie hat does not  engage until it almost hits the stops. 

  

Seats with wonder-cushions are  uncomfortable for me, at least for my weight (170lbs).  Feels like I?m sitting on a rock. After  the foam is warmed up it really conforms to your curves, like slightly up your  crack.  Wear jeans so this doesn?t  happen. 

  

Don?t have a good way to stow the  fwd harnesses.  Don?t like to see  ?hooks? above my head or on the center bar above the glare shield right in front  of my eyes.   

  

Keep pounding those rivets?. 

  

AnhN591VU

    	  Quote: 	
		  [b]

_________________
RV8 #80125
RV10 # 40512

mike(at)learningplanet.co
Guest

Posted: Wed Feb 28, 2007 6:03 am Post subject: PIPREP at 34 Hours

Great writeup, Anh. Thanks for taking the time to document your findings.

 	  Quote: 	
		  If you fight with the controls while the Trutrak is engaged, it WILL give in to you – only once. Replacing the shear screw fixed the problem. 	




Does this mean that the trim servo's screw broke off when you applied too much control pressure?



Regards,

Mike Schipper

RV-10 #40576 - www.rvten.com



On Feb 27, 2007, at 11:17 PM, DejaVu wrote:

[quote]There are plenty of aerodynamic performance posted already, especially on Tim Olson’s site so I won’t go there much.  Below are my notes/squawks/comments/lessons learned at 34 hours. Slightly long post but hope there’s something here for everyone.  There are also a question or two.   Maybe you can help me out.[b]

jesse(at)saintaviation.co
Guest

Posted: Wed Feb 28, 2007 6:45 am Post subject: PIPREP at 34 Hours

Great writeup!  I do have a couple of comments.  

   

First, as was already mentioned, the black plastic air vents are garbage.  Van’s sells machined ones for $145.  Stein sells vents, but not with the flange to screw onto the stock air inlets.  Van’s has either black or clear anodized.  The black is mostly plastic, but is machined and seals nicely.  You won’t be sorry you spent the cash on that one, especially in the winter.  

   

If you are still flying with no wheel pants or gear leg fairings, you will gain more than a few knots.  We have measured increases in the 15-18Kt range with the pants and fairings.  

   

I haven’t seen any cracking on the bottom cowl hinges, but I must just be lucky.  

   

On the prop governor arm, it is normal to have to “hog out” some of that upper fiberglass ramp to allow the arm to fully travel without obstruction.  This is for those who haven’t done that yet.  Don’t be shy because you don’t want the governor to hang up there in flight.  

   

Do not archive.  

     

Jesse Saint  

Saint Aviation, Inc.  

jesse(at)saintaviation.com (jesse(at)saintaviation.com)  

www.saintaviation.com  

Cell: 352-427-0285  

Fax: 815-377-3694  

        

  

From: owner-rv10-list-server(at)matronics.com [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of DejaVu

 Sent: Wednesday, February 28, 2007 12:17 AM

 To: RV10

 Subject: PIPREP at 34 Hours  

  

     

There are plenty of aerodynamic performance posted already, especially on Tim Olson’s site so I won’t go there much.  Below are my notes/squawks/comments/lessons learned at 34 hours. Slightly long post but hope there’s something here for everyone.  There are also a question or two.   Maybe you can help me out.  

   

Handling/Flying qualities:  

RV-10 is a joy to fly.  No new news here.  Casual observers tell me the IO-540 sounds manly – very throaty.  

   

Controls are at least twice as heavy as my old RV-6.  Still light.  Well balanced feel.  

   

With one soul onboard and 40-80lbs ballast in the baggage area... takeoffs require a slight nose down trim irregardless of fuel level, perhaps a ¼ inch trim tabs up or about a full one second push on the coolie hat.  In cruise I can see a slight (1/8 in) elevator leading edge (where the counter balance arms are) protruding above the trailing edge of the horizontal stab  

   

Pitch trim band is narrow.  Slight power adjustment will require you to re-trim. Not really a problem here. Have not ever ran out of pitch trim authority.  

   

If you fight with the controls while the Trutrak is engaged, it WILL give in to you – only once. Replacing the shear screw fixed the problem.  

   

Still getting used to differential braking.  Tail wheel seems much more natural, sorry.  

   

Aircraft is too easy to land.  Takes two hands to pull the stick all the way aft on roll out. Don’t take me literally.  Take transition training before flying yours.  

   

Engine:  

   

Engine burns about 1qt of straight mineral oil every 5 hours.  I keep it at 9qts.  Tim Olson mentioned his stabilizes around 8qts.  Maybe I let it breathe out too much.  Will let it go down to 8qts and see what happens.  I don’t expect full break in for at least 50 hours.  

   

Cylinders #2 and #4 running hot compared to others prior to maiden flight.  Fuel flow test indicated that they got 50% amount of fuel compared to cylinders.  Found out port on spider faintly labeled “METER” was used for #2 (my bad).  Fuel for this port is shared with port for #4.  Thus, they each got 50% of fuel. Moving fuel lines around on the spider and plugged the METER port fixed the problem. Use   

   

CHT 's1 and 2 are hottest.  410degF on climb out at 105kts.  Definitely need to cut down the air dams if nothing else.  They are around 380degF in cruise while others are around 360.  See what’s all Tim Olson did on his site.  I think he’s cruising around 320deg now.  

   

Vetterman exhaust discolors bottom cowl in areas closest to the exhaust.  Not sure how close they are to the cowl.  You’ll want to protect the inside of the bottom cowl with aluminum sheets that Van’s sell or something similar.  Smooth the cowl first with a layer of resin.  

   

Prop governor arm slightly interfered with top cowl in flight but not on the ground at the area of the bolt attaching the clevis to the governor arm.  The cowls move slightly in flight.  Give a good ¼” clearance fixed the problem.  

   

Airframe:  

Noticed bottom left cowl hinge had one broken eyelet on the cowl half at 25 hours.  At 34 hours 5 out of 6 eyelets were broken.  Replaced hinge half on cowl.  Will throw away bottoms hinges and use nutplates/screws like what Tim Olson did at the next opportunity. He uses 0.063 tab and five nutplates (appear to be K1000-0 per side.  

   

Stress crack around the bottom most rivet on the oil cooler hose flange on the baffle.  The weldment on the flange itself appears ok.  Will add doubler and re-rivet the flange in place.  Will also reinforce the weldment as someone else suggested.  Will have to search the archive on how this person did it.  

   

No excessive heat in tunnel.  I insulated the bottom of the tunnel from firewall to spar, and around fuel lines immediately below the fuel selector valve. I also routed one port from the avionics cooling fan to the tunnel to keep the air moving inside the tunnel.  

   

NACA air vents as designed are cold on the knees in the winter time with a slight leak.  Route them to your panel or somewhere else if I were you.  

   

No problems with the nose wheel spacers.  I added screws through the nose fork to make sure the spacers don’t move.  

   

Small short “cracks” around rear windows due to flexing.  Not sure what to do here.  Feels like you need to allow it to flex.  Any suggestions?  I’d like to fix it before painting.  

   

Need to install the upper intersection fairings so I can fly with wheel pants on and gain a few knots  

   

Avionics:  

Satisfied with the GRT EFIS’s.  No problems switching from standard six-pack to glass panel. I enjoy the readily available true airspeed, wind velocity, flight path vector, g-meter, electronic checklists, etc.   

   

Love the Mode-S. Aerocrapper (pun intended) suggested a “Mute” switch for the Mode-S in case b*tching Betty gets too annoying around the pattern.  Don’t need this switch.  B*tching Betty is not annoying at all.  She comes on only once when the traffic first shows up.  

   

GRT EIS 6000 fuel levels are inop.  Found out Aerocrapper did not provide the 4.8V input or via 470ohm resistors to the sensor inputs.  Hate to think of mucking behind the panel at this point.  

   

Garmin 430 is powerful.  Learning curve is still steep at this point.  

   

Human factors:  

Infinity stick grips are awesome.  I make shoot-em-up noises while flyingJ.  Only complaint is coolie hat does not engage until it almost hits the stops.  

   

Seats with wonder-cushions are uncomfortable for me, at least for my weight (170lbs).  Feels like I’m sitting on a rock. After the foam is warmed up it really conforms to your curves, like slightly up your crack.  Wear jeans so this doesn’t happen.  

   

Don’t have a good way to stow the fwd harnesses.  Don’t like to see “hooks” above my head or on the center bar above the glare shield right in front of my eyes.    

   

Keep pounding those rivets….  

   

Anh  

N591VU  

  [quote]   [b]

LarryRosen

Joined: 16 Jan 2006
Posts: 415
Location: Medford, NJ

Posted: Wed Feb 28, 2007 2:58 pm Post subject: PIPREP at 34 Hours

In this situation the shear screw did exactly what it was supposed to 

do.  The autopilot wanted to do one thing Anh wanted to do another.  

Anh, the PIC, won.  The shear pin sheared and Anh had total control of 

the aircraft.  The TruTrak autopilot was mechanically disengaged.



Larry

#356



Michael Schipper wrote:

 	  Quote: 	
		   Great writeup, Anh. Thanks for taking the time to document your findings.



> If you fight with the controls while the Trutrak is engaged, it WILL 

> give in to you – only once. Replacing the shear screw fixed the problem.



 Does this mean that the trim servo's screw broke off when you applied 

 too much control pressure?



 Regards,

 Mike Schipper

 RV-10 #40576 - www.rvten.com <http://www.rvten.com>



 On Feb 27, 2007, at 11:17 PM, DejaVu wrote:



> There are plenty of aerodynamic performance posted already, 

> especially on Tim Olson’s site so I won’t go there much.  Below are 

> my notes/squawks/comments/lessons learned at 34 hours. Slightly long 

> post but hope there’s something here for everyone.  There are also a 

> question or two.   Maybe you can help me out.



 *

 *

_________________
Larry Rosen
#40356
N205EN (reserved)
<http>

ddddsp1(at)juno.com
Guest

Posted: Wed Feb 28, 2007 4:05 pm Post subject: PIPREP at 34 Hours

Trio is a better design than this.............IMHO 

Dean 40449 

On MOD 277  Yugo panel working well 



________________________________________________________________________

 FREE Reminder Service - NEW from AmericanGreetings.com

 Click HERE and never forget a Birthday or Anniversary again!

    [quote][b]

LarryRosen

Joined: 16 Jan 2006
Posts: 415
Location: Medford, NJ

Posted: Wed Feb 28, 2007 5:23 pm Post subject: PIPREP at 34 Hours

Tell us more.  How do you manually override the Trio servo?

Larry



ddddsp1(at)juno.com wrote:

 	  Quote: 	
		  

 Trio is a better design than this.............IMHO



 Dean 40449



 On MOD 277  Yugo panel working well



 ________________________________________________________________________

 *FREE* Reminder Service - *NEW* from AmericanGreetings.com

 Click *HERE* and never forget a Birthday or Anniversary again! 

 <http://track.juno.com/s/lc?s=197335&u=http://www.americangreetings.com/products/online_calendar.pd?c=uol5752>

 *

 *

_________________
Larry Rosen
#40356
N205EN (reserved)
<http>

cbpip(at)verizon.net
Guest

Posted: Wed Feb 28, 2007 5:57 pm Post subject: PIPREP at 34 Hours

Anh, great news on the airplane. You should consider, though---having a highly motivated A&P ride shotgun to observe, and take notes for you, just so you can enjoy flying the plane and not have to worry about the statistical stuff so much. I could recommend a local guy to provide this service for you, he's available almost anytime, and drives a black Ford F-250.

  Chris

DejaVu <wvu(at)ameritel.net> wrote:

  [quote]          There are plenty of aerodynamic performance posted already, especially on Tim Olson’s site so I won’t go there much.  Below are my notes/squawks/comments/lessons learned at 34 hours. Slightly long post but hope there’s something here for everyone.   There are also a question or two.   Maybe you can help me out.

  <?xml:namespace prefix = o ns = "urn:schemas-microsoft-com:office:office" /> 

  Handling/Flying qualities:

  RV-10 is a joy to fly.  No new news here.  Casual observers tell me the IO-540 sounds manly – very throaty.

   

  Controls are at least twice as heavy as my old RV-6.  Still light.  Well balanced feel.

   

  With one soul onboard and 40-80lbs ballast in the baggage area... takeoffs require a slight nose down trim irregardless of fuel level, perhaps a ¼ inch trim tabs up or about a full one second push on the coolie hat.  In cruise I can see a slight (1/8 in) elevator leading edge (where the counter balance arms are) protruding above the trailing edge of the horizontal stab

   

  Pitch trim band is narrow.  Slight power adjustment will require you to re-trim. Not really a problem here. Have not ever ran out of pitch trim authority.

   

  If you fight with the controls  while the Trutrak is engaged, it WILL give in to you – only once. Replacing the shear screw fixed the problem.

   

  Still getting used to differential braking.  Tail wheel seems much more natural, sorry.

   

  Aircraft is too easy to land.  Takes two hands to pull the stick all the way aft on roll out. Don’t take me literally.  Take transition training before flying yours.

   

  Engine:

   

  Engine burns about 1qt of straight mineral oil every 5 hours.  I keep it at 9qts.  Tim Olson mentioned his stabilizes around 8qts.  Maybe I let it breathe out too much.  Will let it go down to 8qts and see what happens.  I don’t expect full break in for at least 50 hours.

   

  Cylinders #2 and #4 running hot compared to others prior to maiden flight.  Fuel flow test indicated that they got 50% amount of fuel compared to cylinders.  Found out port on spider faintly  labeled “METER” was used for #2 (my bad).  Fuel for this port is shared with port for #4.  Thus, they each got 50% of fuel. Moving fuel lines around on the spider and plugged the METER port fixed the problem. Use 

   

  CHT 's1 and 2 are hottest.  410degF on climb out at 105kts.  Definitely need to cut down the air dams if nothing else.  They are around 380degF in cruise while others are around 360.  See what’s all Tim Olson did on his site.  I think he’s cruising around 320deg now.

   

  Vetterman exhaust discolors bottom cowl in areas closest to the exhaust.  Not sure how close they are to the cowl.  You’ll want to protect the inside of the bottom cowl with aluminum sheets that Van’s sell or something similar.  Smooth the cowl first with a layer of resin.

   

  Prop governor arm slightly interfered with top cowl in flight but not on the ground at the area of the bolt attaching the clevis to the governor arm.  The cowls move slightly in flight.  Give a good ¼” clearance fixed the problem.

   

  Airframe:

  Noticed bottom left cowl hinge had one broken eyelet on the cowl half at 25 hours.  At 34 hours 5 out of 6 eyelets were broken.  Replaced hinge half on cowl.  Will throw away bottoms hinges and use nutplates/screws like what Tim Olson did at the next opportunity. He uses 0.063 tab and five nutplates (appear to be K1000-0 per side.

   

  Stress crack around the bottom most rivet on the oil cooler hose flange on the baffle.  The weldment on the flange itself appears ok.  Will add doubler and re-rivet the flange in place.  Will also reinforce the weldment as someone else suggested.  Will have to search the archive on how this person did it.

   

  No excessive heat in tunnel.  I insulated the bottom of the tunnel from firewall to spar, and around fuel lines immediately below the fuel selector valve. I also routed one port from the avionics cooling fan to the tunnel to keep the air moving inside the tunnel.

   

  NACA air vents as designed are cold on the knees in the winter time with a slight leak.  Route them to your panel or somewhere else if I were you.

   

  No problems with the nose wheel spacers.  I added screws through the nose fork to make sure the spacers don’t move.

   

  Small short “cracks” around rear windows due to flexing.  Not sure what to do here.  Feels like you need to allow it to flex.  Any suggestions?  I’d like to fix it before painting.

   

  Need to install the upper intersection fairings so I can fly with wheel pants on and gain a few knots

   

  Avionics:

  Satisfied with the GRT EFIS’s.  No problems switching from standard six-pack to glass panel. I enjoy the readily available true airspeed, wind velocity, flight path vector, g-meter, electronic checklists, etc. 

   

  Love the Mode-S. Aerocrapper (pun intended) suggested a “Mute” switch for the Mode-S in case b*tching Betty gets too annoying around the pattern.  Don’t  need this switch.  B*tching Betty is not annoying at all.  She comes on only once when the traffic first shows up.

   

  GRT EIS 6000 fuel levels are inop.  Found out Aerocrapper did not provide the 4.8V input or via 470ohm resistors to the sensor inputs.  Hate to think of mucking behind the panel at this point.

   

  Garmin 430 is powerful.  Learning curve is still steep at this point.

   

  Human factors:

  Infinity stick grips are awesome.  I make shoot-em-up noises while flyingJ.  Only complaint is coolie hat does not engage until it almost hits the stops.

   

  Seats with wonder-cushions are uncomfortable for me, at least for my weight (170lbs).  Feels like I’m sitting on a rock. After the foam is warmed up it really conforms to your  curves, like slightly up your crack.  Wear jeans so this doesn’t happen.

   

  Don’t have a good way to stow the fwd harnesses.  Don’t like to see “hooks” above my head or on the center bar above the glare shield right in front of my eyes.  

   

  Keep pounding those rivets….

   

  Anh

N591VU

[quote][b]

Tim_Lewis(at)msm.umr.edu
Guest

Posted: Wed Feb 28, 2007 6:29 pm Post subject: PIPREP at 34 Hours

I suspect this (pilot override leads to sheared servo screws) is not how 

the system is supposed to operate.  According to TruTrak's Digiflight II 

operator's manual:



"... use the encoder knob to select the desired value of roll servo 

torque. This value should be between 7 and 12. ... The value chosen 

should be sufficient to fly the aircraft, but not so much that it is 

difficult to override the autopilot if necessary." 



According to TruTrak's FAQ:



"What if a servo jams?  The chances of a servo jamming are very slim, 

however if a servo did happen to jam, there are shear screws on every 

servo that allow a breakaway of the servo arm."



It appears that the servo torque is intended to be adjusted so that the 

pilot can override the servo (without shearing the screws).  If the 

TruTrak is really designed to shear screws (hence disabling the system) 

if the pilot tries to override the servo, I don't think I'd care to buy 

a TruTrak autopilot.  Even my elderly Navaid responds more gracefully 

than that.



Tim



-- 

Tim Lewis -- HEF (Manassas, VA)

RV-6A N47TD -- 850 hrs

RV-10 #40059 under construction



Larry Rosen wrote:

 	  Quote: 	
		   



 In this situation the shear screw did exactly what it was supposed to 

 do.  The autopilot wanted to do one thing Anh wanted to do another.  

 Anh, the PIC, won.  The shear pin sheared and Anh had total control of 

 the aircraft.  The TruTrak autopilot was mechanically disengaged.



 Larry

 #356



 Michael Schipper wrote:

> Great writeup, Anh. Thanks for taking the time to document your 

> findings.

>

>> If you fight with the controls while the Trutrak is engaged, it WILL 

>> give in to you – only once. Replacing the shear screw fixed the 

>> problem.

>

> Does this mean that the trim servo's screw broke off when you applied 

> too much control pressure?

>

> Regards,

> Mike Schipper

> RV-10 #40576 - www.rvten.com <http://www.rvten.com>

>

> On Feb 27, 2007, at 11:17 PM, DejaVu wrote:

>

>> There are plenty of aerodynamic performance posted already, 

>> especially on Tim Olson’s site so I won’t go there much.  Below are 

>> my notes/squawks/comments/lessons learned at 34 hours. Slightly long 

>> post but hope there’s something here for everyone.  There are also a 

>> question or two.   Maybe you can help me out.

>

> *

> *

AV8ORJWC

Joined: 13 Jul 2006
Posts: 1149
Location: Aurora, Oregon "Home of VANS"

Posted: Wed Feb 28, 2007 8:11 pm Post subject: PIPREP at 34 Hours

Anh, awesome report.. And yes everyone should do some research off Tim’s site to keep absorption of hydrocarbon fluids and heat discoloration of composites.  With this weather, your posting was a ray of sunshine.  

     

John Cox 

    

        

  

From: owner-rv10-list-server(at)matronics.com [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of DejaVu

 Sent: Tuesday, February 27, 2007 9:17 PM

 To: RV10

 Subject: PIPREP at 34 Hours  

  

     

There are plenty of aerodynamic performance posted already, especially on Tim Olson’s site so I won’t go there much.  Below are my notes/squawks/comments/lessons learned at 34 hours. Slightly long post but hope there’s something here for everyone.  There are also a question or two.   Maybe you can help me out.  

   

Handling/Flying qualities:  

RV-10 is a joy to fly.  No new news here.  Casual observers tell me the IO-540 sounds manly – very throaty.  

   

Controls are at least twice as heavy as my old RV-6.  Still light.  Well balanced feel.  

   

With one soul onboard and 40-80lbs ballast in the baggage area... takeoffs require a slight nose down trim irregardless of fuel level, perhaps a ¼ inch trim tabs up or about a full one second push on the coolie hat.  In cruise I can see a slight (1/8 in) elevator leading edge (where the counter balance arms are) protruding above the trailing edge of the horizontal stab  

   

Pitch trim band is narrow.  Slight power adjustment will require you to re-trim. Not really a problem here. Have not ever ran out of pitch trim authority.  

   

If you fight with the controls while the Trutrak is engaged, it WILL give in to you – only once. Replacing the shear screw fixed the problem.  

   

Still getting used to differential braking.  Tail wheel seems much more natural, sorry.  

   

Aircraft is too easy to land.  Takes two hands to pull the stick all the way aft on roll out. Don’t take me literally.  Take transition training before flying yours.  

   

Engine:  

   

Engine burns about 1qt of straight mineral oil every 5 hours.  I keep it at 9qts.  Tim Olson mentioned his stabilizes around 8qts.  Maybe I let it breathe out too much.  Will let it go down to 8qts and see what happens.  I don’t expect full break in for at least 50 hours.  

   

Cylinders #2 and #4 running hot compared to others prior to maiden flight.  Fuel flow test indicated that they got 50% amount of fuel compared to cylinders.  Found out port on spider faintly labeled “METER” was used for #2 (my bad).  Fuel for this port is shared with port for #4.  Thus, they each got 50% of fuel. Moving fuel lines around on the spider and plugged the METER port fixed the problem. Use   

   

CHT 's1 and 2 are hottest.  410degF on climb out at 105kts.  Definitely need to cut down the air dams if nothing else.  They are around 380degF in cruise while others are around 360.  See what’s all Tim Olson did on his site.  I think he’s cruising around 320deg now.  

   

Vetterman exhaust discolors bottom cowl in areas closest to the exhaust.  Not sure how close they are to the cowl.  You’ll want to protect the inside of the bottom cowl with aluminum sheets that Van’s sell or something similar.  Smooth the cowl first with a layer of resin.  

   

Prop governor arm slightly interfered with top cowl in flight but not on the ground at the area of the bolt attaching the clevis to the governor arm.  The cowls move slightly in flight.  Give a good ¼” clearance fixed the problem.  

   

Airframe:  

Noticed bottom left cowl hinge had one broken eyelet on the cowl half at 25 hours.  At 34 hours 5 out of 6 eyelets were broken.  Replaced hinge half on cowl.  Will throw away bottoms hinges and use nutplates/screws like what Tim Olson did at the next opportunity. He uses 0.063 tab and five nutplates (appear to be K1000-0 per side.  

   

Stress crack around the bottom most rivet on the oil cooler hose flange on the baffle.  The weldment on the flange itself appears ok.  Will add doubler and re-rivet the flange in place.  Will also reinforce the weldment as someone else suggested.  Will have to search the archive on how this person did it.  

   

No excessive heat in tunnel.  I insulated the bottom of the tunnel from firewall to spar, and around fuel lines immediately below the fuel selector valve. I also routed one port from the avionics cooling fan to the tunnel to keep the air moving inside the tunnel.  

   

NACA air vents as designed are cold on the knees in the winter time with a slight leak.  Route them to your panel or somewhere else if I were you.  

   

No problems with the nose wheel spacers.  I added screws through the nose fork to make sure the spacers don’t move.  

   

Small short “cracks” around rear windows due to flexing.  Not sure what to do here.  Feels like you need to allow it to flex.  Any suggestions?  I’d like to fix it before painting.  

   

Need to install the upper intersection fairings so I can fly with wheel pants on and gain a few knots  

   

Avionics:  

Satisfied with the GRT EFIS’s.  No problems switching from standard six-pack to glass panel. I enjoy the readily available true airspeed, wind velocity, flight path vector, g-meter, electronic checklists, etc.   

   

Love the Mode-S. Aerocrapper (pun intended) suggested a “Mute” switch for the Mode-S in case b*tching Betty gets too annoying around the pattern.  Don’t need this switch.  B*tching Betty is not annoying at all.  She comes on only once when the traffic first shows up.  

   

GRT EIS 6000 fuel levels are inop.  Found out Aerocrapper did not provide the 4.8V input or via 470ohm resistors to the sensor inputs.  Hate to think of mucking behind the panel at this point.  

   

Garmin 430 is powerful.  Learning curve is still steep at this point.  

   

Human factors:  

Infinity stick grips are awesome.  I make shoot-em-up noises while flyingJ.  Only complaint is coolie hat does not engage until it almost hits the stops.  

   

Seats with wonder-cushions are uncomfortable for me, at least for my weight (170lbs).  Feels like I’m sitting on a rock. After the foam is warmed up it really conforms to your curves, like slightly up your crack.  Wear jeans so this doesn’t happen.  

   

Don’t have a good way to stow the fwd harnesses.  Don’t like to see “hooks” above my head or on the center bar above the glare shield right in front of my eyes.    

   

Keep pounding those rivets….  

   

Anh  

N591VU  

  [quote]   [b]

wvu(at)ameritel.net
Guest

Posted: Wed Feb 28, 2007 9:04 pm Post subject: PIPREP at 34 Hours

Jesse,

 I lucked out on the R/H bottom cowl hinge.  No evidence of stress  there.  On the L/H side there must've been a slight misalignment in the two  hinge halves.  It was evident to me that there was only one eyelet taking  all of the load at any one time.  When that eyelet broke the next one took  over until it breaks, and so on....

 Anh

 [quote]   ---

wvu(at)ameritel.net
Guest

Posted: Wed Feb 28, 2007 9:17 pm Post subject: PIPREP at 34 Hours

Mike,

 There's a #8 screw which attaches the servo arm to the shaft.  There's  a "donut" around the shaft immediately underneath the arm. The donut is secured  to the shaft by an allen head screw.  Then there's a #6 shear screw  about1/4" from the #8 screw going through the arm into the donut.  When you  move the arm with a broken shear screw the shaft and donut don't  move.  So when you apply too much control pressure it's the #6 shear screw  that breaks off.  This is not normal procedure to manually override the  servo.  It's done by press and hold the engage button, or do the same using  the remotely mounted CWS switch on the Infinity grip in my  case. This temporarily disengages the A/P allowing you to fly the plane  manually.  Release the button when you're ready for the A/P to take over  again.

 Anh

 [quote]   ---

Tim_Lewis(at)msm.umr.edu
Guest

Posted: Thu Mar 08, 2007 2:07 pm Post subject: PIPREP at 34 Hours

A bit more info on the sheared screw issue.  The following came from 

TruTrak.  It seems like a reasonable compromise to me.



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