VansAirForceForums  
Home > VansAirForceForums

- POSTING RULES
- Donate yearly (please).
- Advertise in here!

- Today's Posts | Insert Pics


Go Back   VAF Forums > Model Specific > RV-10
Register FAQ Members List Calendar Search Today's Posts Mark Forums Read

Reply
 
Thread Tools Search this Thread Display Modes
  #11  
Old 12-18-2010, 09:03 AM
Mike S's Avatar
Mike S Mike S is online now
Senior Curmudgeon
 
Join Date: Sep 2005
Location: Dayton Airpark, NV A34
Posts: 15,420
Default

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-----
__________________
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."
Reply With Quote
  #12  
Old 12-18-2010, 09:10 AM
Janekom's Avatar
Janekom Janekom is offline
 
Join Date: Jan 2006
Location: South Africa
Posts: 840
Default I agree but--

Ironflight wrote-
Quote:
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.
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
__________________
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
Reply With Quote
  #13  
Old 12-18-2010, 06:19 PM
Ironflight's Avatar
Ironflight Ironflight is offline
VAF Moderator / Line Boy
 
Join Date: Jan 2005
Location: Dayton, NV
Posts: 12,256
Default

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
Reply With Quote
  #14  
Old 12-18-2010, 07:44 PM
gasman gasman is offline
 
Join Date: Mar 2007
Location: Sonoma County
Posts: 3,821
Default

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.
Reply With Quote
  #15  
Old 12-18-2010, 08:42 PM
Ironflight's Avatar
Ironflight Ironflight is offline
VAF Moderator / Line Boy
 
Join Date: Jan 2005
Location: Dayton, NV
Posts: 12,256
Default

Quote:
Originally Posted by gasman View Post
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.
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
Reply With Quote
  #16  
Old 12-19-2010, 08:16 AM
DanH's Avatar
DanH DanH is offline
 
Join Date: Oct 2005
Location: 08A
Posts: 9,500
Default

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.
__________________
Dan Horton
RV-8 SS
Barrett IO-390
Reply With Quote
  #17  
Old 12-19-2010, 07:19 PM
dhammer's Avatar
dhammer dhammer is offline
 
Join Date: Nov 2007
Location: Keller, TX
Posts: 151
Default 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.
Reply With Quote
  #18  
Old 12-19-2010, 08:03 PM
hydroguy2's Avatar
hydroguy2 hydroguy2 is offline
 
Join Date: Sep 2006
Location: Townsend, Montana
Posts: 3,179
Default

Quote:
Originally Posted by DanH View Post
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.
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.
__________________
Retired Dam guy. Life is good.
Brian, N155BKsold but bought back.
Reply With Quote
  #19  
Old 12-21-2010, 10:02 PM
Janekom's Avatar
Janekom Janekom is offline
 
Join Date: Jan 2006
Location: South Africa
Posts: 840
Default

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
Reply With Quote
  #20  
Old 12-22-2010, 07:44 AM
pierre smith's Avatar
pierre smith pierre smith is offline
 
Join Date: Jan 2005
Location: Louisville, Ga
Posts: 7,840
Default 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!
Reply With Quote
Reply


Thread Tools Search this Thread
Search this Thread:

Advanced Search
Display Modes

Posting Rules
You may not post new threads
You may not post replies
You may not post attachments
You may not edit your posts

vB code is On
Smilies are On
[IMG] code is On
HTML code is Off
Forum Jump


All times are GMT -6. The time now is 08:14 AM.


The VAFForums come to you courtesy Delta Romeo, LLC. By viewing and participating in them you agree to build your plane using standardized methods and practices and to fly it safely and in accordance with the laws governing the country you are located in.