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Ray.R.Doerr(at)sprint.com
Guest

Posted: Fri May 26, 2006 8:27 pm Post subject: N519RV did two very short first Flights today.

Thank You

Ray Doerr

CDNI Principal Engineer

Sprint PCS

16020 West 113th Street

Lenexa, KS 66219

Mailstop KSLNXK0101

(913) 859-1414 (Office)

(913) 226-0106 (Pcs)

(913) 859-1234 (Fax)

Ray.R.Doerr(at)sprint.com 



	Today we did the first flight of N519RV (40250).  Takeoff seemed

normal at first except my test Pilot Joe Shetterly was only climbing out

at 90 Knots and maybe 500 ft/min with only 2200 lbs.  Turns out the

engine was only running at 2100RPM with MP at 28".  I think this is what

resulted in the Oil temp running very hot at 250 degrees.  Joe landed it

right away and we removed the cowl to let it cool down.  OAT was about

90 degrees.  Once the oil temp was down to 160, Joe tried another

flight, this time trying to keep the airspeed around 120 Knots, this

airspeed with the low RPM did not allow for very much climb at all.

Around this RPM, I figure it was only developing around 45% power,

enough for a take off compare to a Cessna 150, but no where near the

2,000 ft/min I expected for a 2200 lb gross weight.  The prop is able to

cycle fine, but we can't get more that 2100 rpm static on the ground and

that is even after I change the Prop Gov stop to the point where it hit

the hard stop of the metal that hold the stop bolt.  It seems that the

prop gov is not allowing the prop to go to full flat pitch to allow the

engine to run to it's full 2700 rpm.  I have asked everyone at my local

airport for any suggestion, but so far, no one has come up with anything

we can try to get the RPM up to Take Off RPM.  My setup is identical to

most of the other RV-10's that are flying.  I bought the Firewall

Forward kit from Van's which included the MT Prop Gov P/N P-860-3 and

the Blended Hartzell Prop HC-C2YR-1BFP/F8068D.  My engine is a rebuilt

IO-540-D4A5, dual mags, Precision Silver Hawk EX fuel injection, 260 HP.

If anyone has any ideas on what my problem could be, I would really

appreciate it.  We were hoping to fly the 25 hours off this long

weekend, but it's not worth attempting another flight till we try

something that might make a positive change of this situation.

Thanks

Ray Doerr

40250

N519RV (Flying, but still having problems)

Ray.R.Doerr(at)sprint.com
Guest

Posted: Sat May 27, 2006 2:06 am Post subject: N519RV did two very short first Flights today.

Since I went to bed all I could think about is how to solve this

problem of low RPM.  According to the Prop Gov P/N, the 6 in the P-860-3

means Pressure to increase pitch - CW.  Also ther is a paragraph in

section 5.5 that states "As a general rule, engine redline RPM cannot be

reached during a full power static run-up Contrary to popular belief,

the governor is not controlling the propeller at this time, the

propeller is against its low pitch stop.  Attempting to increase

propeller static run-up RPM by adjusting the governor high RPM screw

will have no effect and will probably result in a propeller overspeed

during the take-off roll".

	Once I read that and confirmed that backing off the high RPM

stop screw on the Gov by 3/8" had no effect, it looks like my problem

lies in the low picth stop of the Propellar hub.

	By the way the fuel flow on a high speed taxi test was 21 GPH.

	With this info in hand, I went at the Prop manual and found that

the low pitch stop is the one at the center front of the hub.  This bolt

has 24 threads per inch and by turning it out one full turn is

approximately an increase by 200 RPM.

	At this moment, I think I will try and turn it out one full turn

and see if the RPM will come up the 200 RPM to 2300.  If that works, I

will need to turn it out two more full turns for the 2700 RPM required

for take-off.  I will then return the prop gov stops back to there

original setting.

	If anyone has had to do this on there flying RV-10, I would like

to here from you.  If anyone has any other ideas, I would also like to

hear them.

Thanks for now.  I'm off to the airport.



Ray Doerr

40250

N519RV



		





	Today we did the first flight of N519RV (40250).  Takeoff seemed

normal at first except my test Pilot Joe Shetterly was only climbing out

at 90 Knots and maybe 500 ft/min with only 2200 lbs.  Turns out the

engine was only running at 2100RPM with MP at 28".  I think this is what

resulted in the Oil temp running very hot at 250 degrees.  Joe landed it

right away and we removed the cowl to let it cool down.  OAT was about

90 degrees.  Once the oil temp was down to 160, Joe tried another

flight, this time trying to keep the airspeed around 120 Knots, this

airspeed with the low RPM did not allow for very much climb at all.

Around this RPM, I figure it was only developing around 45% power,

enough for a take off compare to a Cessna 150, but no where near the

2,000 ft/min I expected for a 2200 lb gross weight.  The prop is able to

cycle fine, but we can't get more that 2100 rpm static on the ground and

that is even after I change the Prop Gov stop to the point where it hit

the hard stop of the metal that hold the stop bolt.  It seems that the

prop gov is not allowing the prop to go to full flat pitch to allow the

engine to run to it's full 2700 rpm.  I have asked everyone at my local

airport for any suggestion, but so far, no one has come up with anything

we can try to get the RPM up to Take Off RPM.  My setup is identical to

most of the other RV-10's that are flying.  I bought the Firewall

Forward kit from Van's which included the MT Prop Gov P/N P-860-3 and

the Blended Hartzell Prop HC-C2YR-1BFP/F8068D.  My engine is a rebuilt

IO-540-D4A5, dual mags, Precision Silver Hawk EX fuel injection, 260 HP.

If anyone has any ideas on what my problem could be, I would really

appreciate it.  We were hoping to fly the 25 hours off this long

weekend, but it's not worth attempting another flight till we try

something that might make a positive change of this situation.

Thanks

Ray Doerr

40250

N519RV (Flying, but still having problems)

Tim(at)MyRV10.com
Guest

Posted: Sat May 27, 2006 4:19 am Post subject: N519RV did two very short first Flights today.

Good luck today Ray!  When you called yesterday, that center of the hub

screw/nut was the one I was talking about, but I'm not too in-the-know

about it because how mine allowed for 2690 or so with no tweaking.

I bet you change that today and everything goes much better.  My dad

came by while I was talking to you and after we were off the phone

we thought through it and agree that your oil temp could very well

be related to lugging the engine along at high MP with low RPM.

My advice is to make sure you get your static RPM up to at least 2600

before you take her for another spin, and shoot for that 2700.  I'm

sure you're on the right track, and good luck again!  When everything

goes perfectly and you've got that RV grin still plastered on your

face, give me another call. 



Tim Olson - RV-10 N104CD - Flying

do not archive

Doerr, Ray R [NTK] wrote:

 	  Quote: 	
		   

 

 	Since I went to bed all I could think about is how to solve this

 problem of low RPM.  According to the Prop Gov P/N, the 6 in the P-860-3

 means Pressure to increase pitch - CW.  Also ther is a paragraph in

 section 5.5 that states "As a general rule, engine redline RPM cannot be

 reached during a full power static run-up Contrary to popular belief,

 the governor is not controlling the propeller at this time, the

 propeller is against its low pitch stop.  Attempting to increase

 propeller static run-up RPM by adjusting the governor high RPM screw

 will have no effect and will probably result in a propeller overspeed

 during the take-off roll".

 	Once I read that and confirmed that backing off the high RPM

 stop screw on the Gov by 3/8" had no effect, it looks like my problem

 lies in the low picth stop of the Propellar hub.

 	By the way the fuel flow on a high speed taxi test was 21 GPH.

 	With this info in hand, I went at the Prop manual and found that

 the low pitch stop is the one at the center front of the hub.  This bolt

 has 24 threads per inch and by turning it out one full turn is

 approximately an increase by 200 RPM.

 	At this moment, I think I will try and turn it out one full turn

 and see if the RPM will come up the 200 RPM to 2300.  If that works, I

 will need to turn it out two more full turns for the 2700 RPM required

 for take-off.  I will then return the prop gov stops back to there

 original setting.

 	If anyone has had to do this on there flying RV-10, I would like

 to here from you.  If anyone has any other ideas, I would also like to

 hear them.

 

 

 Thanks for now.  I'm off to the airport.

 

 Ray Doerr

 40250

 N519RV

 

 		

 

 

 

 

 	Today we did the first flight of N519RV (40250).  Takeoff seemed

 normal at first except my test Pilot Joe Shetterly was only climbing out

 at 90 Knots and maybe 500 ft/min with only 2200 lbs.  Turns out the

 engine was only running at 2100RPM with MP at 28".  I think this is what

 resulted in the Oil temp running very hot at 250 degrees.  Joe landed it

 right away and we removed the cowl to let it cool down.  OAT was about

 90 degrees.  Once the oil temp was down to 160, Joe tried another

 flight, this time trying to keep the airspeed around 120 Knots, this

 airspeed with the low RPM did not allow for very much climb at all.

 Around this RPM, I figure it was only developing around 45% power,

 enough for a take off compare to a Cessna 150, but no where near the

 2,000 ft/min I expected for a 2200 lb gross weight.  The prop is able to

 cycle fine, but we can't get more that 2100 rpm static on the ground and

 that is even after I change the Prop Gov stop to the point where it hit

 the hard stop of the metal that hold the stop bolt.  It seems that the

 prop gov is not allowing the prop to go to full flat pitch to allow the

 engine to run to it's full 2700 rpm.  I have asked everyone at my local

 airport for any suggestion, but so far, no one has come up with anything

 we can try to get the RPM up to Take Off RPM.  My setup is identical to

 most of the other RV-10's that are flying.  I bought the Firewall

 Forward kit from Van's which included the MT Prop Gov P/N P-860-3 and

 the Blended Hartzell Prop HC-C2YR-1BFP/F8068D.  My engine is a rebuilt

 IO-540-D4A5, dual mags, Precision Silver Hawk EX fuel injection, 260 HP.

 If anyone has any ideas on what my problem could be, I would really

 appreciate it.  We were hoping to fly the 25 hours off this long

 weekend, but it's not worth attempting another flight till we try

 something that might make a positive change of this situation.

 

 

 Thanks

 Ray Doerr

 40250

 N519RV (Flying, but still having problems)

jesse(at)itecusa.org
Guest

Posted: Sat May 27, 2006 6:29 am Post subject: N519RV did two very short first Flights today.

Are you sure you are only getting that RPM?  We thought we were having a

similar problem, but when we used an external (laser-type-thingy) tach we

were actually over RPM.  Your experience on power, however, would certainly

agree with you.  I didn't do the adjustments on the prop governor, but I

know it can be picky.



Do not archive.



Jesse Saint

I-TEC, Inc.

jesse(at)itecusa.org

www.itecusa.org

352-465-4545



--

toaster73(at)earthlink.ne
Guest

Posted: Sat May 27, 2006 6:30 am Post subject: N519RV did two very short first Flights today.

This seems to be a heads up to the rest of us on our test flight preps. I am 

just now starting on the fuselage so I am not up on all the engine stuff 

yet...But for the certified aircraft, the type certificate data sheet 

usually lists the engine propeller combination along with the maximum 

allowed and minimum allowed full throttle static rpms. Do we not have this 

info for a 540 with blended airfoil prop?  Seems to me this first flight 

could have been the last flight very easily.

In my Bonanza I had an electric prop and descended over NYC down the Hudson 

for sight seeing, when I got to the Statue of Liberty I went to climb back 

out only to find that my prop would not go to fine pitch, it was stuck. So I 

landed at the next airport and on final my partner/co-pilot suggested I make 

the landing. No room for a go-around! A broken wire kept my prop motor from 

going fine.  This happened to the previous owner and on landing he had 

barely enough thrust to taxi since the engine was so loaded up by the pitch 

being stuck in nearly full coarse.

Did your test pilot monitor for full static rpm before releasing brakes for 

takeoff? We always did that in the Bonanza.

Thanks for the report another possible gotcha for Tim's website.

-Chris Lucas

#40072



---

Tim(at)MyRV10.com
Guest

Posted: Sat May 27, 2006 7:35 am Post subject: N519RV did two very short first Flights today.

Jesse, is there anything strange about setup on the Dynon?  I

know Ray has a Dynon too, and if there is anything that needs

to be set properly to display RPM correctly, I'm sure he'd love

to hear it....as would the list.   On my setup, I have the

GRT EIS6000, and I just had to set the tach Pulses per revolution

to I believe 3, because that's what the Lightspeed ignition

put out.  And the wire out of the Lightspeed feeds directly to

the EIS6000.  (That info is just for future reference by archive

searchers)

T

Tim Olson - RV-10 N104CD - Flying



Jesse Saint wrote:

 	  Quote: 	
		   

 

 Are you sure you are only getting that RPM?  We thought we were having a

 similar problem, but when we used an external (laser-type-thingy) tach we

 were actually over RPM.  Your experience on power, however, would certainly

 agree with you.  I didn't do the adjustments on the prop governor, but I

 know it can be picky.

 > 

 Jesse Saint

 I-TEC, Inc.

 jesse(at)itecusa.org

 www.itecusa.org

 352-465-4545

Tim(at)MyRV10.com
Guest

Posted: Sat May 27, 2006 7:38 am Post subject: N519RV did two very short first Flights today.

Your point is very well taken Chris.  My DAR didn't care to see

much of the engine running.  He wanted me to taxi it out, and

back, and turn.  But then he did have just one thing that he

insisted on....that he be in the plane for a full-power static

RPM runup test to see what RPM it came to.  I know that with

a new engine, people don't want to run it on the ground at high

power, but hey, your engine can handle the 15 seconds of

full-power runup required to verify static RPM before you

take your first flight.



Just FYI to the list, I think I saw 2690 RPM or something like

that when I did my runup, and I *think* the spec is 2700 for

your target.    I'll add some info to the tips area next time

I update the site.



Tim Olson - RV-10 N104CD - Flying

Chris wrote:

[quote] 

 

 This seems to be a heads up to the rest of us on our test flight preps. 

 I am just now starting on the fuselage so I am not up on all the engine 

 stuff yet...But for the certified aircraft, the type certificate data 

 sheet usually lists the engine propeller combination along with the 

 maximum allowed and minimum allowed full throttle static rpms. Do we not 

 have this info for a 540 with blended airfoil prop?  Seems to me this 

 first flight could have been the last flight very easily.

 In my Bonanza I had an electric prop and descended over NYC down the 

 Hudson for sight seeing, when I got to the Statue of Liberty I went to 

 climb back out only to find that my prop would not go to fine pitch, it 

 was stuck. So I landed at the next airport and on final my 

 partner/co-pilot suggested I make the landing. No room for a go-around! 

 A broken wire kept my prop motor from going fine.  This happened to the 

 previous owner and on landing he had barely enough thrust to taxi since 

 the engine was so loaded up by the pitch being stuck in nearly full coarse.

 Did your test pilot monitor for full static rpm before releasing brakes 

 for takeoff? We always did that in the Bonanza.

 Thanks for the report another possible gotcha for Tim's website.

 -Chris Lucas

 #40072

 

 ---

johnwcox(at)pacificnw.com
Guest

Posted: Sat May 27, 2006 8:17 am Post subject: N519RV did two very short first Flights today.

Ray it is exciting that you and your test pilot Joe were able to get a

test flight in and that you shared with the group your initial findings.

My mental questions were; 

#1 did you and the test pilot confirm static rpm output to the limit

prescribed by the manufacturer BEFORE taxi testing?  

#2 Did you do high speed taxi and did the anomaly of oil temp appear?  

#3 Did the test pilot do a complete run up to proper rpm, check the mags

and FULLY cycle the prop stop to stop 3x before takeoff?  If you only

get 2100, I would not call that fine. 

#4 Did you visually witness full blade pitch change from outside the

cockpit during each of the three cycles? 

#5 Did you confirm full range of motion on the Prop Control cable at the

governor with cable springback at the instrument panel? 

#6 Was the oil up to minimum temperature (which on a new engine should

have been a non issue)?  Sounds like a possible viscosity issue with the

oil or a control cable miss setting.  You may have something on the MT

governor set screw.  Oil passages are the rarest of causes.



Did the problem then develop only after each of the previous questions

confirmed proper operation? Don't tell me the test pilot took off

without everything in the green first. I know a lot of pilots who do not

know how or why a prop check is properly done (A great question for this

forum). I agree with Tim, get the problem fixed and we hope to hear the

final solution and the grin appearing on your face soon.  "Take off

power" when you want it is really important all the time.  Go Rounds

would be another.



John Cox



--

jesse(at)itecusa.org
Guest

Posted: Sat May 27, 2006 8:58 am Post subject: N519RV did two very short first Flights today.

The dynon is the same way on the tack, I think.  You need to set it to the

number of pulses per revolution.  It also depends on where you are getting

the tach information.  We are on the p-leads and had to set it to match.

Nobody that we talked to knew what the setting should be, so we used the

lasar tach and changed the Dynon until it matched and then we had it.



The main thing to remember with the Dynon is that there are different probes

that put out different signals for different functions, and until you have

the right info in the settings, you won't be displaying correct information.



Jesse Saint

I-TEC, Inc.

jesse(at)itecusa.org

www.itecusa.org

352-465-4545



--

dmasys(at)cox.net
Guest

Posted: Sat May 27, 2006 11:45 am Post subject: N519RV did two very short first Flights today.

I have heard of a similar problem occuring when the gasket for the prop governor was installed in the wrong position, and it blocked oil from getting to the governor.  The prop governor is basicly an oil pump and when it's own oil supply is altered strange things happen.



-Dan Masys

#40448



 	  Quote: 	
		   From: owner-rv10-list-server(at)matronics.com

 [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Doerr, Ray R

 [NTK]

 Sent: Friday, May 26, 2006 9:23 PM

 To: rv10-list(at)matronics.com

 Subject: N519RV did two very short first Flights today.

 

  

 

 	Today we did the first flight of N519RV (40250).  Takeoff seemed

 normal at first except my test Pilot Joe Shetterly was only climbing out

 at 90 Knots and maybe 500 ft/min with only 2200 lbs.  Turns out the

 engine was only running at 2100RPM with MP at 28".    The prop is able

 to

 cycle fine, but we can't get more that 2100 rpm static on the ground and

 that is even after I change the Prop Gov stop to the point where it hit

 the hard stop of the metal that hold the stop bolt.  It seems that the

 prop gov is not allowing the prop to go to full flat pitch to allow the

 engine to run to it's full 2700 rpm.

 If anyone has any ideas on what my problem could be, I would really

 appreciate it.  We were hoping to fly the 25 hours off this long

 weekend, but it's not worth attempting another flight till we try

 something that might make a positive change of this situation.

 

 

 Thanks

 Ray Doerr

 40250

 N519RV (Flying, but still having problems)

dmasys(at)cox.net
Guest

Posted: Sat May 27, 2006 12:22 pm Post subject: N519RV did two very short first Flights today.

Slight modification to previous post.  The blockage caused by the incorrectly positioned gasket (or maybe it was the wrong gasket -- I think the builder used the gasket that came with the plate put on the pad by Lycoming, instead of the gasket provided with the governor) and the *return* oil passage of the governor was blocked, and so it sent max pressure oil to the prop regardless of linkage position and drove the blades into cruise rather than climb (flat) pitch.

Hope this helps,

-Dan Masys

---- Dan Masys <dmasys(at)cox.net> wrote: 

 	  Quote: 	

 I have heard of a similar problem occuring when the gasket for the prop governor was installed in the wrong position, and it blocked oil from getting to the governor.  The prop governor is basicly an oil pump and when it's own oil supply is altered strange things happen.

 -Dan Masys

 #40448

 > From: owner-rv10-list-server(at)matronics.com

 > [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Doerr, Ray R

 > [NTK]

 > Sent: Friday, May 26, 2006 9:23 PM

 > To: rv10-list(at)matronics.com

 > Subject: N519RV did two very short first Flights today.

 > 

 >  

 > 

 > 	Today we did the first flight of N519RV (40250).  Takeoff seemed

 > normal at first except my test Pilot Joe Shetterly was only climbing out

 > at 90 Knots and maybe 500 ft/min with only 2200 lbs.  Turns out the

 > engine was only running at 2100RPM with MP at 28".    The prop is able

 > to

 > cycle fine, but we can't get more that 2100 rpm static on the ground and

 > that is even after I change the Prop Gov stop to the point where it hit

 > the hard stop of the metal that hold the stop bolt.  It seems that the

 > prop gov is not allowing the prop to go to full flat pitch to allow the

 > engine to run to it's full 2700 rpm.

 > If anyone has any ideas on what my problem could be, I would really

 > appreciate it.  We were hoping to fly the 25 hours off this long

 > weekend, but it's not worth attempting another flight till we try

 > something that might make a positive change of this situation.

 > 

 > 

 > Thanks

 > Ray Doerr

 > 40250

 > N519RV (Flying, but still having problems)

 > 

 > 

 > 

 > 

 > 

 > 

 > 

 > 

 >  

 >  

 >  

 > 

 > 

 > 

 > 

 > 

 > 

 > 

 > 

 > 

 > 

 >  

 >  

 >  

 > 

 > 

 >

Ray.R.Doerr(at)sprint.com
Guest

Posted: Sat May 27, 2006 8:27 pm Post subject: N519RV did two very short first Flights today.

Guys, thanks for all the ideas.  This is one awesome group of

people coming together to help each other out in time of great stress.



	I went out to the hanger this morning to try and solve my 2100

RPM max statis issue with the new info I had in had from the prop gov

and prop manual.  But before I was about to change anything, I wanted a

second option from a separate source on Engine RPM.  I borrowed a

optical tach sensor ($17 item from tower hobbies, same item used on R/C

Airplanes) and test the prop rpm at idle with the parking brake set.  I

made sure the brake was going to hold the airplane back with at least

twice this RPM before I was about to jump out of the plane and stand in

front of the running prop.  The tach sensor read 990 RPM while the Dynon

was reading 740.  The Dynon manual states the setting should either be a

fact or 1/2 or 1/4 of the number of cylinders.  Mine was set to 2, which

was incorrect for a 6 cyl engine.  I set it to 3 and that went in the

wrong direction, so I set it to 1.5 and that was bang on (990 RPM).

	Now here comes the math, with it set to 2 before and now at 1.5,

that's .5 less than the 1.5 that it is now set at.  So it is now 1/3

less than before.  So if you take the 740 RPM I was getting before and

multiply by 1.33, that is exactly 990.  Bingo, this all adds up.  So

when we were getting 2100 RPM before for takeoff, that was actually 2100

* 1.33 = 2800 RPM.  So we were running the crap out of the engine.  So

we were getting basically 28 squared.  This would help explain some of

the engine oil high temps.  This also explains the lack of climb

performance.  With the engine running faster than 2700 RPM (recommended

Take Off RPM), the Prop was having to flatten the pitch to a point where

the thrust just wasn't there.  This all proved out perfectly with

another test flight of 2 hours.  She climbed at 1600 ft/min at 2200 lbs

at 100 knots.  MUCH BETTER, can you see the smile on my face now?

	Now on to the high oil temperature reading on the dynon.  Just

for fun a changed the Dynon Oil Temp setting to sensor type 2 from 1 on

the ground with the oil at room temp.  It read 75 regardless of it being

set to 1 or 2.  So we fly it again and were still seeing 254 on the oil

temp, but that was as high as it got.  Other flight through out the day

it was slowing coming down to 246.  So then I decided to have the test

pilot set the Oil Temp Sensor type in flight from 1 to 2 and the temp

was indicating 23 degrees cooler on type 2.  So I started surfing

Dynon's support site and found that I did in fact have the Type 1

sensor.  So much for that thought.  After digging a little more I found

a service bulletin about how the Type 1 Oil Temp probe is high by about

20 degrees.  If you have a software version greater than 1.02, than this

issue was resolved.  But since I have version 1.02, I had this 20 degree

error on the high side.  So we left it at sensor type 2 until I get a

chance tomorrow to update the software with 1.02.01.  So all of this

info means we were not running above the recommended oil temp of 245.

At 254 before the change, it was actually only 234 degree.  11 shy of

the max red line.   Can you see my smile getting bigger.

	Now my two test pilot were simply having fun running the plane

around at 70 - 75 % power with rich mixture to break in the engine.  It

was burning 19.5 Gal/Hr at this rate.  Greg (Joe's dad, ATP and examiner

for ATP's) is the other test pilot, and between the two of them they

were tag teaming the fly off hours.  By the end of the day, we had 9.2

hours on the hobbs and I started the first oil change in prep for

tomorrows marathon.  The outside air temp was 90 - 95 on the ground at

1040 MSL and at 7500 MSL it was 71 degrees.  Greg's felt a slight sake

and different engine sound briefly on the last flight of the day and

then the cylinder temp coming down a fair amount.  His thoughts so far

is that the rings may be finally seating in place.  Does this sound

right?  I also notice some light blue dust around some of the injectors.

The only blue I know is the dye in the 100LL fuel.  Is this anything to

be concerned amount?

	I will keep everyone posted on my progress from tomorrow.



Thanks



Ray Doerr

40250

N519RV (I still can't belive it is no longer a project)

jjessen

Joined: 22 Apr 2006
Posts: 285
Location: OR

Posted: Sun May 28, 2006 7:47 am Post subject: N519RV did two very short first Flights today.

Ray, congratulations on getting your grin!  



I think one of the lessons here for me is to not take off in the first place

if not seeing the correct RPM.  You were either under powered or now it

seems over revving.  The latter less serious, I conjecture, than the former,

but now that I know one can test the RPM with a $17 gadget to verify that

the electronics are correct, you can bet that will be one of my first steps,

no matter what the electronics are saying.  Thanks so much for all the great

information.  Taking the time to post this amongst all the excitement is

highly commendable and highly recommended for all of us to do.  



One favor.  I'm not that good at conceptualizing a math problem and need a

little help with your calculations.  0.5 is indeed 1/3 of 1.5.  But, and

this is the conceptual thing that I'm having trouble with, if you're

original was 2 and you're down .5 from that original number, don't you then

figure what percentage that is from the original number?  So .5 down from 2

means you are down 1/4, not 1/3?  Again, I am horrible at these things, so

please forgive the dumb question.  



Again, congratulations!  



John Jessen

  ~328 Tailcone



--

deej(at)deej.net
Guest

Posted: Sun May 28, 2006 8:24 am Post subject: N519RV did two very short first Flights today.

 	  Quote: 	
		  --> <Ray.R.Doerr(at)sprint.com>



from a separate source on Engine RPM.  I borrowed a optical tach sensor ($17

item from tower hobbies, same item used on R/C

Airplanes) and test the prop rpm at idle with the parking brake set.  I made

sure the brake was going to hold the airplane back with at least twice this

RPM before I was about to jump out of the plane and stand in front of the

running prop.  The tach sensor read 990 RPM while the Dynon was reading 740.

  




	


    A search on their website revealed the following:

<http://www2.towerhobbies.com/cgi-bin/WTI0095P?FVSEARCH=tach&FVPROFIL=++&search3=Go>



    All of them say you must be within 12 inches of the prop.  That is a

little scary, but what really scares me

is "I was about to jump out of the plane and stand in front of the

running prop".

Did you have anyone inside the plane at the controls when you did this? 

Your statement is

phrased such that you did this alone, which makes the hairs stand up on

the back of my neck...

Could you have made this measurement from the back side of the prop?



    Very glad to hear you worked out the issue, are safe, and that the

plane is going well.



-Dj

jesse(at)itecusa.org
Guest

Posted: Sun May 28, 2006 1:55 pm Post subject: N519RV did two very short first Flights today.

That's great to hear.  Now, for everybody else out there who hasn't done

this yet, don't think your engine is messing up until you have first checked

out your instruments.  The engine shop that tested the engine for N256H had

the tach set wrong and realized they took it as high as almost 3,000rpm

while thinking it wasn't giving them the 2,700 they were looking for.  This

was not a Dynon, so other instruments have the same issues as well.  Great

to hear about the probe too.  I'll have to keep my eyes on all that when I

get N415EC flying in about a month, hopefully, with a Dynon FlightDek D180.



Do not archive.



Jesse Saint

I-TEC, Inc.

jesse(at)itecusa.org

www.itecusa.org

W: 352-465-4545

C: 352-427-0285

--

Tim(at)MyRV10.com
Guest

Posted: Sun May 28, 2006 3:43 pm Post subject: N519RV did two very short first Flights today.

Dj, Ray's not that crazy.    He has 2 professional

pilots helping him with the flyoff, so I'm sure it was one

of them running the controls.  I can't imagine getting out

of my running plane.



Tim Olson - RV-10 N104CD - Flying

do not archive

Dj Merrill wrote:

 	  Quote: 	
		   

 

 

> --> <Ray.R.Doerr(at)sprint.com>

>

>from a separate source on Engine RPM.  I borrowed a optical tach sensor ($17

> item from tower hobbies, same item used on R/C

> Airplanes) and test the prop rpm at idle with the parking brake set.  I made

> sure the brake was going to hold the airplane back with at least twice this

> RPM before I was about to jump out of the plane and stand in front of the

> running prop.  The tach sensor read 990 RPM while the Dynon was reading 740.

>  

>

 

     A search on their website revealed the following:

 <http://www2.towerhobbies.com/cgi-bin/WTI0095P?FVSEARCH=tach&FVPROFIL=++&search3=Go>

 

     All of them say you must be within 12 inches of the prop.  That is a

 little scary, but what really scares me

 is "I was about to jump out of the plane and stand in front of the

 running prop".

 Did you have anyone inside the plane at the controls when you did this? 

 Your statement is

 phrased such that you did this alone, which makes the hairs stand up on

 the back of my neck...

 Could you have made this measurement from the back side of the prop?

 

     Very glad to hear you worked out the issue, are safe, and that the

 plane is going well.

 

 -Dj

VHMUM(at)bigpond.com
Guest

Posted: Sun May 28, 2006 4:45 pm Post subject: N519RV did two very short first Flights today.

2 professional pilots that should have done a static test before first 

flight!!!!! Common sense!!



Safety first!!!



Chris



---

armywrights(at)adelphia.n
Guest

Posted: Sun May 28, 2006 6:03 pm Post subject: N519RV did two very short first Flights today.

Ok, enough armchair quarterbacking.  Ray, thanks for the update, keep the

info coming despite the peanut galleries.



Rob Wright

#392 QB Wings



--

Ray.R.Doerr(at)sprint.com
Guest

Posted: Sun May 28, 2006 8:00 pm Post subject: N519RV did two very short first Flights today.

N519RV update.  We now have 16 of our 25 hours flown off.  My

two test pilots are extremely impressed with the performance of the 260

HP RV-10.  Some of there comments are "Short field performance is better

than a Cessna 182", "More cabin and leg room than a Bonanza and just as

fast or faster", "Acceleration is about 3/4 of a Pitt's S2B with the

same engine", "It's likely easier and more stable to fly than my RV-9".

	I asked Greg (ATP pilot examiner) how many hours it would take

for a female student pilot (that he just did her check ride and passed)

to get use to the RV-10 to the point where he would sign her off.  His

answer was 8 hours.  That just goes to show how easy the RV-10 is to

fly.

	I finished changing the oil today and everything ran great.  I

should finally be able to fly my own plane this coming weekend once the

25 hours are flown off.  I will post some of the stall numbers etc once

we finish up tomorrow.  We are going to do weight testing up to 2900 lbs

tomorrow.  Today Greg also did some spin testing today with it and said

it was a piece of cake to recover from.  These boys are really putting

this bird through its paces and are more impressed with every test they

do.



Thank You

Ray Doerr

N519RV (Flying)

Ray.R.Doerr(at)sprint.com
Guest

Posted: Sun May 28, 2006 8:14 pm Post subject: N519RV did two very short first Flights today.

Another way to think of it from a math standpoint is this.

740      A

---  X  ---

990      2

  What we are trying to find is the relationship between 740 and 990 vs

something is to the value of 2.  So (740 x 2)/990 is equal to 1.5.



 



Thank You

Ray Doerr

N519RV (Flying)



--

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