 |
Matronics Email Lists
Web Forum Interface to the Matronics Email Lists
|
| View previous topic :: View next topic |
| Author |
Message |
dlm46007(at)cox.net
Guest
|
 Posted: Thu May 01, 2008 2:50 pm Post subject: Phase 1 update |
 |
|
Now at 12.4 hours and 21 landings including some gusting crosswinds. Oil consumption is beginning to stabilize. Of the 13 quarts poured into the engine at this point nine are still showing on the oil stick. considering the oil filter , this is a consumption of 3-4 quarts during this past week of flying. During the last two days of flights, consumption has been about half a quart (over 3.5 flight hours). CHTs with full rich mixture have been 340-360 for cylinders 2,3,4,5. CHT for 6 is 360-390. and cylinder 1 has been as high as 433 for a short period during the climb. It then settled 395-405. Recently the temperatures have not stayed as high as long and I have been able to lean fuel flow so that EGTs are approx 1350F. Full rich EGTs will be approx. 1200+. Considerable right rudder required during takeoff and climb. Some still required at cruise. After phase I , I will place a fixed tab on the rudder to compensate during cruise. At this point , I don't' know whether rudder trim would be worthwhile. I plan to re evaluate after painting and rebalancing of the ailerons. (My Glastar had a distinct desire to turn right as speed increased but after painting and a balancing of the ailerons to the nearest gram the tendency went away). The digiflie II autopilot works fine with Cheltons in the basic GPSS track mode with altitude hold. It does not work with VNAV at all. I am told I need the 2.24 software versus the 2.2 that I have installed. I will get that during paint. On the other hand instrument approaches with the VNAV and HITS are very easy to hand fly. A series of skyway boxes take the pilot through the intermediate fixes and to the missed approach point. If a miss is necessary the boxes lead the way back to the missed approach hold. Next on the agenda is some slow flight and stall to see how slow we can reasonably fly this thing on landings. On Alex's advice I started at 80 kts on final and have worked down to 70-75 on short final. I noticed that today the Chelton indicated just under 60 kts about the time of touchdown. Be advised also that the low wing provides a good ground effect and any excess speed will use lots of runway. If your initial test runway is less than 3000 feet you might want to consider first flight elsewhere; additionally fire rescue, if needed, would be nice. FFZ has 5200 feet paved and onsite fire rescue; thankfully they were not needed. One other thing, the fuel caps as supplied by Van's QB had a little residue on one of them ; also a little nick , at any rate after filling the tank a small venting of fuel occurs after takeoff. It tends to go away at cruise. I have switched sides for the caps to determine whether the problem follows the cap. More later.
[quote][b]
| | - The Matronics RV10-List Email Forum - | | | Use the List Feature Navigator to browse the many List utilities available such as the Email Subscriptions page, Archive Search & Download, 7-Day Browse, Chat, FAQ, Photoshare, and much more:
http://www.matronics.com/Navigator?RV10-List |
|
|
|
| Back to top |
|
 |
jesse(at)saintaviation.co
Guest
|
| Posted: Thu May 01, 2008 3:33 pm Post subject: Phase 1 update |
|
|
FWIW, the IO-540, in my experience, will not hold more than 9 quarts for very long. It will blow it through the breather very quickly down to about 8-9 quarts. I wouldn't use that number as a stabilizing number for the engine if you started with 13 quarts. You may see that same trend if you filled it up to 12 right now.
Keep up the good safe flying.
do not archive
Jesse Saint
Saint Aviation, Inc.
jesse(at)saintaviation.com (jesse(at)saintaviation.com)
Cell: 352-427-0285
Fax: 815-377-3694
On May 1, 2008, at 6:47 PM, David McNeill wrote:
| Quote: | Now at 12.4 hours and 21 landings including some gusting crosswinds. Oil consumption is beginning to stabilize. Of the 13 quarts poured into the engine at this point nine are still showing on the oil stick. considering the oil filter , this is a consumption of 3-4 quarts during this past week of flying. During the last two days of flights, consumption has been about half a quart (over 3.5 flight hours). CHTs with full rich mixture have been 340-360 for cylinders 2,3,4,5. CHT for 6 is 360-390. and cylinder 1 has been as high as 433 for a short period during the climb. It then settled 395-405. Recently the temperatures have not stayed as high as long and I have been able to lean fuel flow so that EGTs are approx 1350F. Full rich EGTs will be approx. 1200+. Considerable right rudder required during takeoff and climb. Some still required at cruise. After phase I , I will place a fixed tab on the rudder to compensate during cruise. At this point , I don't' know whether rudder trim would be worthwhile. I plan to re evaluate after painting and rebalancing of the ailerons. (My Glastar had a distinct desire to turn right as speed increased but after painting and a balancing of the ailerons to the nearest gram the tendency went away). The digiflie II autopilot works fine with Cheltons in the basic GPSS track mode with altitude hold. It does not work with VNAV at all. I am told I need the 2.24 software versus the 2.2 that I have installed. I will get that during paint. On the other hand instrument approaches with the VNAV and HITS are very easy to hand fly. A series of skyway boxes take the pilot through the intermediate fixes and to the missed approach point. If a miss is necessary the boxes lead the way back to the missed approach hold. Next on the agenda is some slow flight and stall to see how slow we can reasonably fly this thing on landings. On Alex's advice I started at 80 kts on final and have worked down to 70-75 on short final. I noticed that today the Chelton indicated just under 60 kts about the time of touchdown. Be advised also that the low wing provides a good ground effect and any excess speed will use lots of runway. If your initial test runway is less than 3000 feet you might want to consider first flight elsewhere; additionally fire rescue, if needed, would be nice. FFZ has 5200 feet paved and onsite fire rescue; thankfully they were not needed. One other thing, the fuel caps as supplied by Van's QB had a little residue on one of them ; also a little nick , at any rate after filling the tank a small venting of fuel occurs after takeoff. It tends to go away at cruise. I have switched sides for the caps to determine whether the problem follows the cap. More later.
| Quote: |
href="http://www.matronics.com/Navigator?RV10-List">http://www.matronics.com/Navigator?RV10-List
href="http://forums.matronics.com">http://forums.matronics.com
href="http://www.matronics.com/contribution">http://www.matronics.com/contribution
|
|
[quote][b]
| | - The Matronics RV10-List Email Forum - | | | Use the List Feature Navigator to browse the many List utilities available such as the Email Subscriptions page, Archive Search & Download, 7-Day Browse, Chat, FAQ, Photoshare, and much more:
http://www.matronics.com/Navigator?RV10-List |
|
|
|
| Back to top |
|
|
dlm46007(at)cox.net
Guest
|
| Posted: Thu May 01, 2008 3:53 pm Post subject: Phase 1 update |
|
|
I did not mean that , we never filled with more than 9 at a time. Just meant that we kep refilling to about 9 during the 12 hours.
From: owner-rv10-list-server(at)matronics.com [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Jesse Saint
Sent: Thursday, May 01, 2008 4:29 PM
To: rv10-list(at)matronics.com
Subject: Re: Phase 1 update
FWIW, the IO-540, in my experience, will not hold more than 9 quarts for very long. It will blow it through the breather very quickly down to about 8-9 quarts. I wouldn't use that number as a stabilizing number for the engine if you started with 13 quarts. You may see that same trend if you filled it up to 12 right now.
Keep up the good safe flying.
do not archive
Jesse Saint
Saint Aviation, Inc.
jesse(at)saintaviation.com (jesse(at)saintaviation.com)
Cell: 352-427-0285
Fax: 815-377-3694
On May 1, 2008, at 6:47 PM, David McNeill wrote:
[quote] Now at 12.4 hours and 21 landings including some gusting crosswinds. Oil consumption is beginning to stabilize. Of the 13 quarts poured into the engine at this point nine are still showing on the oil stick. considering the oil filter , this is a consumption of 3-4 quarts during this past week of flying. During the last two days of flights, consumption has been about half a quart (over 3.5 flight hours). CHTs with full rich mixture have been 340-360 for cylinders 2,3,4,5. CHT for 6 is 360-390. and cylinder 1 has been as high as 433 for a short period during the climb. It then settled 395-405. Recently the temperatures have not stayed as high as long and I have been able to lean fuel flow so that EGTs are approx 1350F. Full rich EGTs will be approx. 1200+. Considerable right rudder required during takeoff and climb. Some still required at cruise. After phase I , I will place a fixed tab on the rudder to compensate during cruise. At this point , I don't' know whether rudder trim would be worthwhile. I plan to re evaluate after painting and rebalancing of the ailerons. (My Glastar had a distinct desire to turn right as speed increased but after painting and a balancing of the ailerons to the nearest gram the tendency went away). The digiflie II autopilot works fine with Cheltons in the basic GPSS track mode with altitude hold. It does not work with VNAV at all. I am told I need the 2.24 software versus the 2.2 that I have installed. I will get that during paint. On the other hand instrument approaches with the VNAV and HITS are very easy to hand fly. A series of skyway boxes take the pilot through the intermediate fixes and to the missed approach point. If a miss is necessary the boxes lead the way back to the missed approach hold. Next on the agenda is some slow flight and stall to see how slow we can reasonably fly this thing on landings. On Alex's advice I started at 80 kts on final and have worked down to 70-75 on short final. I noticed that today the Chelton indicated just under 60 kts about the time of touchdown. Be advised also that the low wing provides a good ground effect and any excess speed will use lots of runway. If your initial test runway is less than 3000 feet you might want to consider first flight elsewhere; additionally fire rescue, if needed, would be nice. FFZ has 5200 feet paved and onsite fire rescue; thankfully they were not needed. One other thing, the fuel caps as supplied by Van's QB had a little residue on one of them ; also a little nick , at any rate after filling the tank a small venting of fuel occurs after takeoff. It tends to go away at cruise. I have switched sides for the caps to determine whether the problem follows the cap. More later.
| Quote: |
href="http://www.matronics.com/Navigator?RV10-List">http://www.matronics.com/Navigator?RV10-List
href="http://forums.matronics.com">http://forums.matronics.com
href="http://www.matronics.com/contribution">http://www.matronics.com/contribution
|
href="http://www.matronics.com/Navigator?RV10-List">http://www.matronics.com/Navigator?RV10-List
href="http://forums.matronics.com">http://forums.matronics.com
href="http://www.matronics.com/contribution">http://www.matronics.com/c
[b]
| | - The Matronics RV10-List Email Forum - | | | Use the List Feature Navigator to browse the many List utilities available such as the Email Subscriptions page, Archive Search & Download, 7-Day Browse, Chat, FAQ, Photoshare, and much more:
http://www.matronics.com/Navigator?RV10-List |
|
|
|
| Back to top |
|
|
Tim Olson
Joined: 25 Jan 2007
Posts: 2879
|
| Posted: Thu May 01, 2008 3:55 pm Post subject: Phase 1 update |
|
|
Definitely agree with Jesse here....something around 8 will last
a lot longer. Any more just blows out. Also, for #1 and 2 CHT,
hopefully you've trimmed that baffle air dam. If not, that
could explain #1 being that much higher.
On the AP, you should be able to get it working with that software,
it just won't be as good. You may have the arinc port set to
HIGH speed, which the AP isn't capable of. That causes it to
lock on for only a short time and then drop off. Either way,
the settings are well documented for a starting point, so if the
wiring is good, it should only take a few minutes of checking
settings to get something acceptable.
You're right about the approach speeds. 70-75 is great. No
less than 70 or it drops pretty quickly.
Tim Olson - RV-10 N104CD - Flying
do not archive
Jesse Saint wrote:
| Quote: | FWIW, the IO-540, in my experience, will not hold more than 9 quarts for
very long. It will blow it through the breather very quickly down to
about 8-9 quarts. I wouldn't use that number as a stabilizing number
for the engine if you started with 13 quarts. You may see that same
trend if you filled it up to 12 right now.
Keep up the good safe flying.
do not archive
Jesse Saint
Saint Aviation, Inc.
jesse(at)saintaviation.com <mailto:jesse(at)saintaviation.com>
Cell: 352-427-0285
Fax: 815-377-3694
On May 1, 2008, at 6:47 PM, David McNeill wrote:
> Now at 12.4 hours and 21 landings including some gusting crosswinds.
> Oil consumption is beginning to stabilize. Of the 13 quarts poured
> into the engine at this point nine are still showing on the oil stick.
> considering the oil filter , this is a consumption of 3-4 quarts
> during this past week of flying. During the last two days of flights,
> consumption has been about half a quart (over 3.5 flight hours). CHTs
> with full rich mixture have been 340-360 for cylinders 2,3,4,5. CHT
> for 6 is 360-390. and cylinder 1 has been as high as 433 for a short
> period during the climb. It then settled 395-405. Recently the
> temperatures have not stayed as high as long and I have been able to
> lean fuel flow so that EGTs are approx 1350F. Full rich EGTs will be
> approx. 1200+. Considerable right rudder required during takeoff and
> climb. Some still required at cruise. After phase I , I will place a
> fixed tab on the rudder to compensate during cruise. At this point , I
> don't' know whether rudder trim would be worthwhile. I plan to re
> evaluate after painting and rebalancing of the ailerons. (My Glastar
> had a distinct desire to turn right as speed increased but after
> painting and a balancing of the ailerons to the nearest gram the
> tendency went away). The digiflie II autopilot works fine with
> Cheltons in the basic GPSS track mode with altitude hold. It does not
> work with VNAV at all. I am told I need the 2.24 software versus the
> 2.2 that I have installed. I will get that during paint. On the other
> hand instrument approaches with the VNAV and HITS are very easy to
> hand fly. A series of skyway boxes take the pilot through the
> intermediate fixes and to the missed approach point. If a miss is
> necessary the boxes lead the way back to the missed approach
> hold. Next on the agenda is some slow flight and stall to see how slow
> we can reasonably fly this thing on landings. On Alex's advice I
> started at 80 kts on final and have worked down to 70-75 on short
> final. I noticed that today the Chelton indicated just under 60 kts
> about the time of touchdown. Be advised also that the low wing
> provides a good ground effect and any excess speed will use lots of
> runway. If your initial test runway is less than 3000 feet you might
> want to consider first flight elsewhere; additionally fire rescue, if
> needed, would be nice. FFZ has 5200 feet paved and onsite fire rescue;
> thankfully they were not needed. One other thing, the fuel caps as
> supplied by Van's QB had a little residue on one of them ; also a
> little nick , at any rate after filling the tank a small venting of
> fuel occurs after takeoff. It tends to go away at cruise. I have
> switched sides for the caps to determine whether the problem follows
> the cap. More later.
> *
> href="http://www.matronics.com/Navigator?RV10-List">http://www.matronics.com/Navigator?RV10-List
> href="http://forums.matronics.com">http://forums.matronics.com
> href="http://www.matronics.com/contribution">http://www.matronics.com/contribution
>
> *
*
*
|
| | - The Matronics RV10-List Email Forum - | | | Use the List Feature Navigator to browse the many List utilities available such as the Email Subscriptions page, Archive Search & Download, 7-Day Browse, Chat, FAQ, Photoshare, and much more:
http://www.matronics.com/Navigator?RV10-List |
|
|
|
| Back to top |
|
|
rene(at)felker.com
Guest
|
| Posted: Thu May 01, 2008 4:18 pm Post subject: Phase 1 update |
|
|
Just for reference. Mine seems to be happy at about 9.5……..anymore than that gets blown out. I think I will change my refill mark (mental) to 8.5 or less. I have been using 9.
Rene' Felker
RV-10 N423CF Flying
801-721-6080
From: owner-rv10-list-server(at)matronics.com [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of David McNeill
Sent: Thursday, May 01, 2008 5:50 PM
To: rv10-list(at)matronics.com
Subject: RE: Phase 1 update
I did not mean that , we never filled with more than 9 at a time. Just meant that we kep refilling to about 9 during the 12 hours.
From: owner-rv10-list-server(at)matronics.com [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Jesse Saint
Sent: Thursday, May 01, 2008 4:29 PM
To: rv10-list(at)matronics.com
Subject: Re: Phase 1 update
FWIW, the IO-540, in my experience, will not hold more than 9 quarts for very long. It will blow it through the breather very quickly down to about 8-9 quarts. I wouldn't use that number as a stabilizing number for the engine if you started with 13 quarts. You may see that same trend if you filled it up to 12 right now.
Keep up the good safe flying.
do not archive
Jesse Saint
Saint Aviation, Inc.
jesse(at)saintaviation.com (jesse(at)saintaviation.com)
Cell: 352-427-0285
Fax: 815-377-3694
On May 1, 2008, at 6:47 PM, David McNeill wrote:
Now at 12.4 hours and 21 landings including some gusting crosswinds. Oil consumption is beginning to stabilize. Of the 13 quarts poured into the engine at this point nine are still showing on the oil stick. considering the oil filter , this is a consumption of 3-4 quarts during this past week of flying. During the last two days of flights, consumption has been about half a quart (over 3.5 flight hours). CHTs with full rich mixture have been 340-360 for cylinders 2,3,4,5. CHT for 6 is 360-390. and cylinder 1 has been as high as 433 for a short period during the climb. It then settled 395-405. Recently the temperatures have not stayed as high as long and I have been able to lean fuel flow so that EGTs are approx 1350F. Full rich EGTs will be approx. 1200+. Considerable right rudder required during takeoff and climb. Some still required at cruise. After phase I , I will place a fixed tab on the rudder to compensate during cruise. At this point , I don't' know whether rudder trim would be worthwhile. I plan to re evaluate after painting and rebalancing of the ailerons. (My Glastar had a distinct desire to turn right as speed increased but after painting and a balancing of the ailerons to the nearest gram the tendency went away). The digiflie II autopilot works fine with Cheltons in the basic GPSS track mode with altitude hold. It does not work with VNAV at all. I am told I need the 2.24 software versus the 2.2 that I have installed. I will get that during paint. On the other hand instrument approaches with the VNAV and HITS are very easy to hand fly. A series of skyway boxes take the pilot through the intermediate fixes and to the missed approach point. If a miss is necessary the boxes lead the way back to the missed approach hold. Next on the agenda is some slow flight and stall to see how slow we can reasonably fly this thing on landings. On Alex's advice I started at 80 kts on final and have worked down to 70-75 on short final. I noticed that today the Chelton indicated just under 60 kts about the time of touchdown. Be advised also that the low wing provides a good ground effect and any excess speed will use lots of runway. If your initial test runway is less than 3000 feet you might want to consider first flight elsewhere; additionally fire rescue, if needed, would be nice. FFZ has 5200 feet paved and onsite fire rescue; thankfully they were not needed. One other thing, the fuel caps as supplied by Van's QB had a little residue on one of them ; also a little nick , at any rate after filling the tank a small venting of fuel occurs after takeoff. It tends to go away at cruise. I have switched sides for the caps to determine whether the problem follows the cap. More later.
| Quote: | | href="http://www.matronics.com/Navigator?RV10-List">http://www.matronics.com/Navigator?RV10-Listhref="http://forums.matronics.com">http://forums.matronics.comhref="http://www.matronics.com/contribution">http://www.matronics.com/contribution |
| Quote: | | href="http://www.matronics.com/Navigator?RV10-List">http://www.matronics.com/Navigator?RV10-Listhref="http://forums.matronics.com">http://forums.matronics.comhref="http://www.matronics.com/contribution">http://www.matronics.com/chref="http://www.matronics.com/Navigator?RV10-List">http://www.matronics.com/Navigator?RV10-List |
0 | Quote: | | href="http://www.matronics.com/Navigator?RV10-List">http://www.matronics.com/Navigator?RV10-List |
1 | Quote: | | href="http://www.matronics.com/Navigator?RV10-List">http://www.matronics.com/Navigator?RV10-List |
2 | Quote: | | href="http://www.matronics.com/Navigator?RV10-List">http://www.matronics.com/Navigator?RV10-List |
3 | Quote: | | href="http://www.matronics.com/Navigator?RV10-List">http://www.matronics.com/Navigator?RV10-List |
4 | Quote: | | href="http://www.matronics.com/Navigator?RV10-List">http://www.matronics.com/Navigator?RV10-List |
5 | Quote: | | href="http://www.matronics.com/Navigator?RV10-List">http://www.matronics.com/Navigator?RV10-List |
6 | Quote: | | href="http://www.matronics.com/Navigator?RV10-List">http://www.matronics.com/Navigator?RV10-List |
7 | Quote: | | href="http://www.matronics.com/Navigator?RV10-List">http://www.matronics.com/Navigator?RV10-List |
8 | Quote: | | href="http://www.matronics.com/Navigator?RV10-List">http://www.matronics.com/Navigator?RV10-List |
9 | Quote: | | href="http://forums.matronics.com">http://forums.matronics.com |
0 | Quote: | | href="http://forums.matronics.com">http://forums.matronics.com |
1 | Quote: | | href="http://forums.matronics.com">http://forums.matronics.com |
2 | Quote: | | href="http://forums.matronics.com">http://forums.matronics.com |
3 | Quote: | | href="http://forums.matronics.com">http://forums.matronics.com |
4 | Quote: | | href="http://forums.matronics.com">http://forums.matronics.com |
5 | Quote: | | href="http://forums.matronics.com">http://forums.matronics.com |
6 | Quote: | | href="http://forums.matronics.com">http://forums.matronics.com |
7 | Quote: | | href="http://forums.matronics.com">http://forums.matronics.com |
8 | Quote: | | href="http://forums.matronics.com">http://forums.matronics.com |
9
[quote][b]
| | - The Matronics RV10-List Email Forum - | | | Use the List Feature Navigator to browse the many List utilities available such as the Email Subscriptions page, Archive Search & Download, 7-Day Browse, Chat, FAQ, Photoshare, and much more:
http://www.matronics.com/Navigator?RV10-List |
|
|
|
| Back to top |
|
|
bbreckenridge(at)gmail.co
Guest
|
| Posted: Thu May 01, 2008 4:21 pm Post subject: Phase 1 update |
|
|
You flyers ever wanted to add vortex generators to slow down the approach speeds?
Bruce
40018
On Thu, May 1, 2008 at 4:52 PM, Tim Olson <Tim(at)myrv10.com (Tim(at)myrv10.com)> wrote:
[quote]--> RV10-List message posted by: Tim Olson <Tim(at)myrv10.com (Tim(at)myrv10.com)>
Definitely agree with Jesse here....something around 8 will last
a lot longer. Any more just blows out. Also, for #1 and 2 CHT,
hopefully you've trimmed that baffle air dam. If not, that
could explain #1 being that much higher.
On the AP, you should be able to get it working with that software,
it just won't be as good. You may have the arinc port set to
HIGH speed, which the AP isn't capable of. That causes it to
lock on for only a short time and then drop off. Either way,
the settings are well documented for a starting point, so if the
wiring is good, it should only take a few minutes of checking
settings to get something acceptable.
You're right about the approach speeds. 70-75 is great. No
less than 70 or it drops pretty quickly.
Tim Olson - RV-10 N104CD - Flying
do not archive
Jesse Saint wrote:
[quote]FWIW, the IO-540, in my experience, will not hold more than 9 quarts for very long. It will blow it through the breather very quickly down to about 8-9 quarts. I wouldn't use that number as a stabilizing number for the engine if you started with 13 quarts. You may see that same trend if you filled it up to 12 right now.
Keep up the good safe flying.
do not archive
Jesse Saint
Saint Aviation, Inc.
jesse(at)saintaviation.com (jesse(at)saintaviation.com) <mailto:jesse(at)saintaviation.com (jesse(at)saintaviation.com)>
Cell: 352-427-0285
Fax: 815-377-3694
On May 1, 2008, at 6:47 PM, David McNeill wrote:
[quote]Now at 12.4 hours and 21 landings including some gusting crosswinds. Oil consumption is beginning to stabilize. Of the 13 quarts poured into the engine at this point nine are still showing on the oil stick. considering the oil filter , this is a consumption of 3-4 quarts during this past week of flying. During the last two days of flights, consumption has been about half a quart (over 3.5 flight hours). CHTs with full rich mixture have been 340-360 for cylinders 2,3,4,5. CHT for 6 is 360-390. and cylinder 1 has been as high as 433 for a short period during the climb. It then settled 395-405. Recently the temperatures have not stayed as high as long and I have been able to lean fuel flow so that EGTs are approx 1350F. Full rich EGTs will be approx. 1200+. Considerable right rudder required during takeoff and climb. Some still required at cruise. After phase I , I will place a fixed tab on the rudder to compensate during cruise. At this point , I don't' know whether rudder trim would be worthwhile. I plan to re evaluate after painting and rebalancing of the ailerons. (My Glastar had a distinct desire to turn right as speed increased but after painting and a balancing of the ailerons to the nearest gram the tendency went away). The digiflie II autopilot works fine with Cheltons in the basic GPSS track mode with altitude hold. It does not work with VNAV at all. I am told I need the 2.24 software versus the 2.2 that I have installed. I will get that during paint. On the other hand instrument approaches with the VNAV and HITS are very easy to hand fly. A series of skyway boxes take the pilot through the intermediate fixes and to the missed approach point. If a miss is necessary the boxes lead the way back to the missed approach hold. Next on the agenda is some slow flight and stall to see how slow we can reasonably fly this thing on landings. On Alex's advice I started at 80 kts on final and have worked down to 70-75 on short final. I noticed that today the Chelton indicated just under 60 kts about the time of touchdown. Be advised also that the low wing provides a good ground effect and any excess speed will use lots of runway. If your initial test runway is less than 3000 feet you might want to consider first flight elsewhere; additionally fire rescue, if needed, would be nice. FFZ has 5200 feet paved and onsite fire rescue; thankfully they were not needed. One other thing, the fuel caps as supplied by Van's QB had a little residue on one of them ; also a little nick , at any rate after filling the tank a small venting of fuel occurs after takeoff. It tends to go away at cruise. I have switched sides for the caps to determine whether the problem follows the cap. More later.
*
href="http://www.matronics.com/Navigator?RV10-List">http://www.matronics.com/Navigator?RV10-List
href="http://forums.matronics.com">http://forums.matronics.com
href="http://www.matronics.com/contribution">http://www.matronics.com/contribution
se
Navigator?RV10-List" target="_blank">http://www.matronics.com/Navigator?RV10-List
ms.matronics.com/" target="_blank">http://forums.matronics.com
-Matt Dralle, List Admin.
=====
[b]
| | - The Matronics RV10-List Email Forum - | | | Use the List Feature Navigator to browse the many List utilities available such as the Email Subscriptions page, Archive Search & Download, 7-Day Browse, Chat, FAQ, Photoshare, and much more:
http://www.matronics.com/Navigator?RV10-List |
|
|
|
| Back to top |
|
|
dwack(at)flbb.net
Guest
|
| Posted: Thu May 01, 2008 5:05 pm Post subject: Phase 1 update |
|
|
FWIW, I've owned IO-540's for many years in both a Pitts S2B, and an
Extra 300, and in my experience they both stabilized at 10 qts.
Damon
On May 1, 2008, at 7:52 PM, Tim Olson wrote:
| Quote: |
Definitely agree with Jesse here....something around 8 will last
a lot longer. Any more just blows out. Also, for #1 and 2 CHT,
hopefully you've trimmed that baffle air dam. If not, that
could explain #1 being that much higher.
On the AP, you should be able to get it working with that software,
it just won't be as good. You may have the arinc port set to
HIGH speed, which the AP isn't capable of. That causes it to
lock on for only a short time and then drop off. Either way,
the settings are well documented for a starting point, so if the
wiring is good, it should only take a few minutes of checking
settings to get something acceptable.
You're right about the approach speeds. 70-75 is great. No
less than 70 or it drops pretty quickly.
Tim Olson - RV-10 N104CD - Flying
do not archive
Jesse Saint wrote:
> FWIW, the IO-540, in my experience, will not hold more than 9
> quarts for very long. It will blow it through the breather very
> quickly down to about 8-9 quarts. I wouldn't use that number as a
> stabilizing number for the engine if you started with 13 quarts.
> You may see that same trend if you filled it up to 12 right now.
> Keep up the good safe flying.
> do not archive
> Jesse Saint
> Saint Aviation, Inc.
> jesse(at)saintaviation.com <mailto:jesse(at)saintaviation.com>
> Cell: 352-427-0285
> Fax: 815-377-3694
> On May 1, 2008, at 6:47 PM, David McNeill wrote:
>> Now at 12.4 hours and 21 landings including some gusting
>> crosswinds. Oil consumption is beginning to stabilize. Of the 13
>> quarts poured into the engine at this point nine are still showing
>> on the oil stick. considering the oil filter , this is a
>> consumption of 3-4 quarts during this past week of flying. During
>> the last two days of flights, consumption has been about half a
>> quart (over 3.5 flight hours). CHTs with full rich mixture have
>> been 340-360 for cylinders 2,3,4,5. CHT for 6 is 360-390. and
>> cylinder 1 has been as high as 433 for a short period during the
>> climb. It then settled 395-405. Recently the temperatures have not
>> stayed as high as long and I have been able to lean fuel flow so
>> that EGTs are approx 1350F. Full rich EGTs will be approx. 1200+.
>> Considerable right rudder required during takeoff and climb. Some
>> still required at cruise. After phase I , I will place a fixed tab
>> on the rudder to compensate during cruise. At this point , I
>> don't' know whether rudder trim would be worthwhile. I plan to re
>> evaluate after painting and rebalancing of the ailerons. (My
>> Glastar had a distinct desire to turn right as speed increased but
>> after painting and a balancing of the ailerons to the nearest
>> gram the tendency went away). The digiflie II autopilot works fine
>> with Cheltons in the basic GPSS track mode with altitude hold. It
>> does not work with VNAV at all. I am told I need the 2.24 software
>> versus the 2.2 that I have installed. I will get that during
>> paint. On the other hand instrument approaches with the VNAV and
>> HITS are very easy to hand fly. A series of skyway boxes take the
>> pilot through the intermediate fixes and to the missed approach
>> point. If a miss is necessary the boxes lead the way back to the
>> missed approach hold. Next on the agenda is some slow flight and
>> stall to see how slow we can reasonably fly this thing on
>> landings. On Alex's advice I started at 80 kts on final and have
>> worked down to 70-75 on short final. I noticed that today the
>> Chelton indicated just under 60 kts about the time of touchdown.
>> Be advised also that the low wing provides a good ground effect
>> and any excess speed will use lots of runway. If your initial test
>> runway is less than 3000 feet you might want to consider first
>> flight elsewhere; additionally fire rescue, if needed, would be
>> nice. FFZ has 5200 feet paved and onsite fire rescue; thankfully
>> they were not needed. One other thing, the fuel caps as supplied
>> by Van's QB had a little residue on one of them ; also a little
>> nick , at any rate after filling the tank a small venting of fuel
>> occurs after takeoff. It tends to go away at cruise. I have
>> switched sides for the caps to determine whether the problem
>> follows the cap. More later.
>> *
>> href="http://www.matronics.com/Navigator?RV10-List">http://www.matronics.com/Navigator?RV10-List
>> href="http://forums.matronics.com">http://forums.matronics.com
>> href="http://www.matronics.com/contribution">http://www.matronics.com/contribution
>>
>> *
> *
> *
|
| | - The Matronics RV10-List Email Forum - | | | Use the List Feature Navigator to browse the many List utilities available such as the Email Subscriptions page, Archive Search & Download, 7-Day Browse, Chat, FAQ, Photoshare, and much more:
http://www.matronics.com/Navigator?RV10-List |
|
|
|
| Back to top |
|
|
Jim Berry
Joined: 10 Jan 2006
Posts: 237
Location: Denver
|
| Posted: Thu May 01, 2008 6:36 pm Post subject: Re: Phase 1 update |
|
|
Damon,
Ten quarts seems high for an IO540. Dose that include what went to your inverted oil system?
Jim Berry
40482
25 years in a Pitts S1S
| | - The Matronics RV10-List Email Forum - | | | Use the List Feature Navigator to browse the many List utilities available such as the Email Subscriptions page, Archive Search & Download, 7-Day Browse, Chat, FAQ, Photoshare, and much more:
http://www.matronics.com/Navigator?RV10-List |
|
|
|
| Back to top |
|
|
Dick Sipp
Joined: 11 Jan 2006
Posts: 215
Location: Hope, MI
|
| Posted: Thu May 01, 2008 7:05 pm Post subject: Phase 1 update |
|
|
[quote] 10 Builders, David
We are at similar stages of test flying. I have about 8 hours now, also with Cheltons. I am using 6.0B and a Trutrak Digiflight II with GPS lateral and vertical steering.
I have seen nearly identical airframe numbers that you and others have reported and really enjoy the low speed handling qualities. We've done multiple stalls in all configs and lots of slow flight. With the cg at about 20% of the range it is difficult to get a stall break with full flaps. The indicated stall airspeeds are within a couple of knots of Van's numbers. For initial test flying at what will probably be forward cgs, 50 flap landings are more comfortable than full flap. The launch on takeoff (1620 lbs bow, no interior or paint, 50 lbs of ballast in bag compartment) is fun too.
I had an issue with unreliable winds and track on the Chelton initially. Successful alighnment and swing calibration seems to have cured that and today it nailed an automatic GPS approach. I am finding the same thing as others have mentioned with the oil quantity. It seems to be happy at about 9 qts; we've added one so far.
One caution, the temtation during the initial flights particularly with advanced avionics is to spend too much time looking inside the cockpit. I am trying hard to limit the "inside" viewing and verifing the avionics in small easily managed steps rather than getting wrapped up "what's it doing now" problems. I found that dividing the test flights into half aerodynamics or perfomance tests and half avionics tests provides a nice mix.
From a perfomance standpoint (other than no aerobatics) this airplane is every bit as much fun to fly as the RV4 was. I am amazed that a cross country cruiser can be this responsive and fun to fly.
For everyone slogging through the never ending finishing phase, don't give up you are going to love this airplane.
Dick Sipp
RV10 110DV flying
[b]
| | - The Matronics RV10-List Email Forum - | | | Use the List Feature Navigator to browse the many List utilities available such as the Email Subscriptions page, Archive Search & Download, 7-Day Browse, Chat, FAQ, Photoshare, and much more:
http://www.matronics.com/Navigator?RV10-List |
|
|
|
| Back to top |
|
|
dlm46007(at)cox.net
Guest
|
| Posted: Thu May 01, 2008 8:02 pm Post subject: Phase 1 update |
|
|
inside and outside time is a problem. I plan to fly off the phase one hours and get my flying partner in the iarplane. I can give him his dual and we can then do some of the inflight checks I would normally do. I have concentrated on high power settings to break in the engone and confirming reliability of systems. My date with the painter is May 25.
From: owner-rv10-list-server(at)matronics.com [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Richard Sipp
Sent: Thursday, May 01, 2008 7:48 PM
To: rv10-list(at)matronics.com
Subject: Re: Phase 1 update
[quote] 10 Builders, David
We are at similar stages of test flying. I have about 8 hours now, also with Cheltons. I am using 6.0B and a Trutrak Digiflight II with GPS lateral and vertical steering.
I have seen nearly identical airframe numbers that you and others have reported and really enjoy the low speed handling qualities. We've done multiple stalls in all configs and lots of slow flight. With the cg at about 20% of the range it is difficult to get a stall break with full flaps. The indicated stall airspeeds are within a couple of knots of Van's numbers. For initial test flying at what will probably be forward cgs, 50 flap landings are more comfortable than full flap. The launch on takeoff (1620 lbs bow, no interior or paint, 50 lbs of ballast in bag compartment) is fun too.
I had an issue with unreliable winds and track on the Chelton initially. Successful alighnment and swing calibration seems to have cured that and today it nailed an automatic GPS approach. I am finding the same thing as others have mentioned with the oil quantity. It seems to be happy at about 9 qts; we've added one so far.
One caution, the temtation during the initial flights particularly with advanced avionics is to spend too much time looking inside the cockpit. I am trying hard to limit the "inside" viewing and verifing the avionics in small easily managed steps rather than getting wrapped up "what's it doing now" problems. I found that dividing the test flights into half aerodynamics or perfomance tests and half avionics tests provides a nice mix.
From a perfomance standpoint (other than no aerobatics) this airplane is every bit as much fun to fly as the RV4 was. I am amazed that a cross country cruiser can be this responsive and fun to fly.
For everyone slogging through the never ending finishing phase, don't give up you are going to love this airplane.
Dick Sipp
RV10 110DV flying
href="http://www.matronics.com/Navigator?RV10-List">http://www.matronics.com/Navigator?RV10-List
href="http://forums.matronics.com">http://forums.matronics.com
href="http://www.matronics.com/contribution">http://www.matronics.com/c
[b]
| | - The Matronics RV10-List Email Forum - | | | Use the List Feature Navigator to browse the many List utilities available such as the Email Subscriptions page, Archive Search & Download, 7-Day Browse, Chat, FAQ, Photoshare, and much more:
http://www.matronics.com/Navigator?RV10-List |
|
|
|
| Back to top |
|
|
dwack(at)flbb.net
Guest
|
| Posted: Fri May 02, 2008 3:40 am Post subject: Phase 1 update |
|
|
Hey Jim, I don't believe so, the oil seemed to settle in at the ten qt
amount, unless I was doing a lot of inverted or negative g stuff, and
then it would drop below 10 pretty quickly. Anything more than ten
would blow off very quickly. The Pitts had the same horsepower as the
RV, the Extra was a 300hp version. I don't know if there are any
other differences.
Damon
On May 1, 2008, at 10:36 PM, jim berry wrote:
| | - The Matronics RV10-List Email Forum - | | | Use the List Feature Navigator to browse the many List utilities available such as the Email Subscriptions page, Archive Search & Download, 7-Day Browse, Chat, FAQ, Photoshare, and much more:
http://www.matronics.com/Navigator?RV10-List |
|
|
|
| Back to top |
|
|
Ray.R.Doerr(at)sprint.com
Guest
|
| Posted: Fri May 02, 2008 4:51 am Post subject: Phase 1 update |
|
|
Jesse is right, my IO-540D4A5 likes 8.5 quarts. It will pretty much stay there for 50 hours with ½ quart maybe added a couple of times in the 50 Tach hours between Oil changes. And for oil changes, I add 9 quarts which after running through the filter and lines is about perfect at 8.5 quarts. Your mileage may vary.
Thank You
Ray Doerr
N519RV (40250) Still in the paint shop.
From: owner-rv10-list-server(at)matronics.com [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Jesse Saint
Sent: Thursday, May 01, 2008 6:29 PM
To: rv10-list(at)matronics.com
Subject: Re: Phase 1 update
FWIW, the IO-540, in my experience, will not hold more than 9 quarts for very long. It will blow it through the breather very quickly down to about 8-9 quarts. I wouldn't use that number as a stabilizing number for the engine if you started with 13 quarts. You may see that same trend if you filled it up to 12 right now.
Keep up the good safe flying.
do not archive
Jesse Saint
Saint Aviation, Inc.
jesse(at)saintaviation.com (jesse(at)saintaviation.com)
Cell: 352-427-0285
Fax: 815-377-3694
On May 1, 2008, at 6:47 PM, David McNeill wrote:
Now at 12.4 hours and 21 landings including some gusting crosswinds. Oil consumption is beginning to stabilize. Of the 13 quarts poured into the engine at this point nine are still showing on the oil stick. considering the oil filter , this is a consumption of 3-4 quarts during this past week of flying. During the last two days of flights, consumption has been about half a quart (over 3.5 flight hours). CHTs with full rich mixture have been 340-360 for cylinders 2,3,4,5. CHT for 6 is 360-390. and cylinder 1 has been as high as 433 for a short period during the climb. It then settled 395-405. Recently the temperatures have not stayed as high as long and I have been able to lean fuel flow so that EGTs are approx 1350F. Full rich EGTs will be approx. 1200+. Considerable right rudder required during takeoff and climb. Some still required at cruise. After phase I , I will place a fixed tab on the rudder to compensate during cruise. At this point , I don't' know whether rudder trim would be worthwhile. I plan to re evaluate after painting and rebalancing of the ailerons. (My Glastar had a distinct desire to turn right as speed increased but after painting and a balancing of the ailerons to the nearest gram the tendency went away). The digiflie II autopilot works fine with Cheltons in the basic GPSS track mode with altitude hold. It does not work with VNAV at all. I am told I need the 2.24 software versus the 2.2 that I have installed. I will get that during paint. On the other hand instrument approaches with the VNAV and HITS are very easy to hand fly. A series of skyway boxes take the pilot through the intermediate fixes and to the missed approach point. If a miss is necessary the boxes lead the way back to the missed approach hold. Next on the agenda is some slow flight and stall to see how slow we can reasonably fly this thing on landings. On Alex's advice I started at 80 kts on final and have worked down to 70-75 on short final. I noticed that today the Chelton indicated just under 60 kts about the time of touchdown. Be advised also that the low wing provides a good ground effect and any excess speed will use lots of runway. If your initial test runway is less than 3000 feet you might want to consider first flight elsewhere; additionally fire rescue, if needed, would be nice. FFZ has 5200 feet paved and onsite fire rescue; thankfully they were not needed. One other thing, the fuel caps as supplied by Van's QB had a little residue on one of them ; also a little nick , at any rate after filling the tank a small venting of fuel occurs after takeoff. It tends to go away at cruise. I have switched sides for the caps to determine whether the problem follows the cap. More later.
| Quote: | | href="http://www.matronics.com/Navigator?RV10-List">http://www.matronics.com/Navigator?RV10-Listhref="http://forums.matronics.com">http://forums.matronics.comhref="http://www.matronics.com/contribution">http://www.matronics.com/contribution |
[quote]
/www.matronics.com/Navigator?RV10-List
.com
tronics.com/contribution
[b]
| | - The Matronics RV10-List Email Forum - | | | Use the List Feature Navigator to browse the many List utilities available such as the Email Subscriptions page, Archive Search & Download, 7-Day Browse, Chat, FAQ, Photoshare, and much more:
http://www.matronics.com/Navigator?RV10-List |
|
|
|
| Back to top |
|
|
|
|
You cannot post new topics in this forum
You cannot reply to topics in this forum
You cannot edit your posts in this forum
You cannot delete your posts in this forum
You cannot vote in polls in this forum
You cannot attach files in this forum
You can download files in this forum
|
Powered by phpBB © 2001, 2005 phpBB Group
|
Get Email Distribution Too!
FAQ
Search
Memberlist
Usergroups
Register
Profile
Log in to check your private messages
Log in
