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Fri Mar 27, 2015.  1151Z
Wishing you and yours a happy, safe and RV-filled weekend! 

Wing Fit Check ...Justin Ttwilbeck RV-10

I finally got to see the plane with its wings on!....for a day. With help from Brian and Brandi we trimmed the flaps and wing root fairings as needed in less then a day! Brian was a great help and I'm not sure I could have gotten the job done before sundown without him.


She's Back! ...KRviator

After a few days away, Aurora Australis returns home with her new tiger stripe livery.  It looks better than I thought it would, especially in the sun! <g>


Manifold Pressure Mystery ...Tango Mike

Manifold Pressure Mystery:

The airplane: RV-4 with VM-1000 and dual Electroair ignitions (left gold Gen 1 unit with the MP sensor mounted on the EIS beside the coil packs, and right purple Gen 2 unit with a rev 1 MP sensor mounted separately).


1) VM-1000 MP reads barometric pressure when the engine isnít running.
2) After start, the MP advances to mid to high 20s with about 900 rpm.
3) Left advance reads 17 degrees
4) Right advance reads 28 degrees
5) Neither advance reading changes when the manifold advance is turned off.
6) During runup, the VM-1000 MP and the advance on each side remain the same as when the rpm is below 1000.


1) It appears to me that the VM-1000 and both Electroair EISs are operating normally.
2) Itís important to note that the Gen 1 units have a different RPM advance curve than the Gen 2 units. I donít have my notes with me at the house this evening, but I think the Gen 1 units are programmed to 18 degrees once RPM is above 800, and the Gen 2 units are programmed to 25 degrees. (I also think the Gen 1 units added a degree or two of advance for every 100 RPM above 1000, but thatís not germane to this problem.)
3) With MP advance turned on and working on both sides, the advance readings at low taxi manifold pressures should be high. Theyíre not, and they remain at the fixed advance settings based on RPM, close to the programmed, fixed advance of 18 degrees on the left and 25 on the right.
4) Turning off the manifold pressure advance causes no change in advance readings.
5) If the VM-1000 were reading normally, Iíd troubleshoot the manifold pressure ignition advance system.
6) If the manifold pressure ignition advance system were working properly, Iíd investigate the VM-1000. (Itís important to note that last year I followed forum member Reggieís procedures for cleaning the MPT and solved a problem with erroneous MP readings. That and the fact that the MP reads atmospheric pressure in static conditions appears to eliminate the VM-1000 as a suspect in this mystery.)
7) Iíve removed the hose from the fitting on the engine and gently applied pressure and vacuum, both of which resulted in about .2Ē increase and decrease, respectively.

Whatís next?

Investigate the possibility that no MP is being supplied through the fitting on the #3 cylinder to the VM-1000 MPT and the two MP sensors?

Any suggestions would be much appreciated. Thanks.



Welcome Kitplanes Magazine...and their monthly photo contest.



Cheers! ...Vlad


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photo courtesy Van's Aircraft, Inc.






photo courtesy Fred Bauer, Jr.

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Off Topic

Previous Day's VAF News


Interested in Relocating to 10.5 Acres Outside of Waco, TX?

My late Mom and Dad's property is coming up for sale here in a few months, and I wanted to give the RV community first crack at it.  10.54 acres, live oaks over 100 yrs old (one over 20' in circumference), deer, no state income tax and room to breathe.  9 minutes by car to KACT.  I helped my Dad clear the pastures out around age 13.  With less work than you might think you could operate a Cub out of it.  VFR 300+ days a year.  Avg temp 66.5*F (data).

Pics to enlarge.  Contact if interested. 

fmi: Zillow info on this property



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