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12-18-2010, 09:03 AM
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Senior Curmudgeon
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Join Date: Sep 2005
Location: Dayton Airpark, NV A34
Posts: 15,420
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My input here is that Vans says to fly sans fairings, if you are breaking in a new or rebuilt engine.
This was in the documents that talk about first flight issues.
Sorry, dont have it in front of me so I can give the actual name-----
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Mike Starkey
VAF 909
Rv-10, N210LM.
Flying as of 12/4/2010
Phase 1 done, 2/4/2011 
Sold after 240+ wonderful hours of flight.
"Flying the airplane is more important than radioing your plight to a person on the ground incapable of understanding or doing anything about it."
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12-18-2010, 09:10 AM
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Join Date: Jan 2006
Location: South Africa
Posts: 840
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I agree but--
Ironflight wrote-
Quote:
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It seems to me that if you take the engine to full throttle, it is going to work at accelerating the airplane until the drag equals the thrust.
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I agree but remember that with a fixed pitch prop and spats and fairings on, you get the motor to over speed. Hence the removal of these in order to create more drag.
I have seen this on a number of new RV7's with fixed pitch prop.
No spats and no fairings you are lucky if you see 2550 RPM
Put on the spats and fairings and you will easily see 2800 RPM 
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Jan Hanekom
South Africa
Approved Person nr 325
http://www.rvbits.com
RV10 - ZU-XOX - (Flying)
RV7A - ZU-JRV - (Flying)
RV10 - ZU-JVR - (Written off)
RV7 - ZU-LOL - (Flying)
RV10 - ZU-RVI - (Flying)
RV7A - ZU-MER (Bought back)
RV7A - ZU-JAD (Sold Flying)
Dues paid for 2020 WITH A SMILE
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12-18-2010, 06:19 PM
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VAF Moderator / Line Boy
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Join Date: Jan 2005
Location: Dayton, NV
Posts: 12,256
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Very good point Jan - it might be that the difference is Constant Speed versus Fixed Pitch. Since most of the original RV's were fixed pitch, it might be that the thinkng carries over from that (and is valid in that case).
For a Constant Speed, it might be different, since the prop can just flatten out to allow the engine to reach full power.
Paul
__________________
Paul F. Dye
Editor at Large - KITPLANES Magazine
RV-8 - N188PD - "Valkyrie"
RV-6 (By Marriage) - N164MS - "Mikey"
RV-3B - N13PL - "Tsamsiyu"
A&P, EAA Tech Counselor/Flight Advisor
Dayton Valley Airpark (A34)
http://Ironflight.com
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12-18-2010, 07:44 PM
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Join Date: Mar 2007
Location: Sonoma County
Posts: 3,821
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High manifold pressure loads the rings and allows them to seat. High rpm may not mean full power. The more drag you create, the higher the manifold pressure. If you don't have a manifold gauge, you don't know how much power your motor is putting out.
Load the motor in a climb and then push over and cool it in a cruse when the temps reach the limit.
The idea is to have cyl pressure by-pass the compression ring and expand the oil ring so it will seat first. When this happens, the compression ring will then seat next.
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12-18-2010, 08:42 PM
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VAF Moderator / Line Boy
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Join Date: Jan 2005
Location: Dayton, NV
Posts: 12,256
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Quote:
Originally Posted by gasman
High manifold pressure loads the rings and allows them to seat. High rpm may not mean full power. The more drag you create, the higher the manifold pressure. If you don't have a manifold gauge, you don't know how much power your motor is putting out.
Load the motor in a climb and then push over and cool it in a cruse when the temps reach the limit.
The idea is to have cyl pressure by-pass the compression ring and expand the oil ring so it will seat first. When this happens, the compression ring will then seat next.
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But if you DO have a manifold pressure gauge and know how much power you're putting out, then I still don't think it matters how you load the engine - right?
__________________
Paul F. Dye
Editor at Large - KITPLANES Magazine
RV-8 - N188PD - "Valkyrie"
RV-6 (By Marriage) - N164MS - "Mikey"
RV-3B - N13PL - "Tsamsiyu"
A&P, EAA Tech Counselor/Flight Advisor
Dayton Valley Airpark (A34)
http://Ironflight.com
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12-19-2010, 08:16 AM
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Join Date: Oct 2005
Location: 08A
Posts: 9,500
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I'm with Paul.
As for spats or no spats, my recent break-in was done with the airplane fully faired. The only "problem" was a practical one.....full power means staying low and staying low can mean rough air. It can get pretty rough running at the higher, fully faired speeds.
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Dan Horton
RV-8 SS
Barrett IO-390
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12-19-2010, 07:19 PM
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Join Date: Nov 2007
Location: Keller, TX
Posts: 151
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For what it's worth
Can't say as I've ever seen a certified plane delivered without all that stuff installed from the factory. I assume the new owners get the engines sucessfully broken in somehow. 
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12-19-2010, 08:03 PM
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Join Date: Sep 2006
Location: Townsend, Montana
Posts: 3,179
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Quote:
Originally Posted by DanH
I'm with Paul.
As for spats or no spats, my recent break-in was done with the airplane fully faired. The only "problem" was a practical one.....full power means staying low and staying low can mean rough air. It can get pretty rough running at the higher, fully faired speeds.
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I concur. It is tough to keep it WOT. I've been running mine up higher due to the terrain, geese and turbulence.
My trusted A&P said run it hard, but keep it cool. He said 24 squared will be fine for seating the rings. I haven't seen over 350* CHT's, 190* oil.
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Retired Dam guy. Life is good.
Brian, N155BKsold but bought back.
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12-21-2010, 10:02 PM
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Join Date: Jan 2006
Location: South Africa
Posts: 840
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We have been lucky with a few cooler than normal days here. I have installed the spats now and the test flying is going well. CHT's are about 400 and under with oil running at about 190. I suspect that will drop slightly as the rings seat.
__________________
Jan Hanekom
South Africa
Approved Person nr 325
http://www.rvbits.com
RV10 - ZU-XOX - (Flying)
RV7A - ZU-JRV - (Flying)
RV10 - ZU-JVR - (Written off)
RV7 - ZU-LOL - (Flying)
RV10 - ZU-RVI - (Flying)
RV7A - ZU-MER (Bought back)
RV7A - ZU-JAD (Sold Flying)
Dues paid for 2020 WITH A SMILE
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12-22-2010, 07:44 AM
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Join Date: Jan 2005
Location: Louisville, Ga
Posts: 7,840
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In an earlier thread....
....you mentioned a fixed-pitch prop. Is that what you have?
If so, kindly give us some performance numbers.
Thanks,
__________________
Pierre Smith
RV-10, 510 TT
RV6A (Sojourner) 180 HP, Catto 3 Bl (502Hrs), gone...and already missed
Air Tractor AT 502B PT 6-15 Sold
Air Tractor 402 PT-6-20 Sold
EAA Flight Advisor/CFI/Tech Counselor
Louisville, Ga
It's never skill or craftsmanship that completes airplanes, it's the will to do so,
Patrick Kenny, EAA 275132
Dues gladly paid!
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