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Must have been one hell of a windstorm! A rudder-lock is always advised, especially on the larger rudders. Hey -- I see you're at Arlington (KAWO). We were hangered there for many years (north-end owned by Russ Keyes), but have been at Paine Field (KPAE) for the past 30-years. We should have coffee and pie sometime at Ellies Cafe on your field, which was once named The Prop Stop many years ago!
I remember that one too, where the wing broke off (mid-span) on the first RV-8 factory demonstrator when someone demo-testing the airplane apparently applied full aft elevator at nearly cruise speed thinking the RV-8 was an unlimited aerobatic airplane. In most airplanes that's okay only at or below VA (maneuvering speed). Now, exceeding VNE, and expecting the airplane to stay together, is a very bad thing to do with any airplane, including the RV-8. I think Vans also made the rudder bigger on the RV-7 for better yaw stability -- considerably bigger than the RV-6's small vertical tail.
Not enough information to make a determination.Click bate worked?
Hello guys and gals. I'm new to the forum and after 30 years of flying someone else's aircraft for a living, I'm looking into purchasing an aircraft. I've been doing a ton of research and I always end up back at the Van's RV-10. I have 2 boys interested in flying and the oldest (20) is working on on PPL and I though it would be great to buy and airplane and fly together. Not just for training and building time, but taking family trips and making memories. The Van's RV-10 seems to be a fit for our needs. Any thoughts, advice or words of wisdom would be appreciated. If you have one for sale, I would be very interested also.
Thanks in advance!
I believe we have found our dream RV-10. Builder is an A&P and this is his second build. It is EXTREMELY well built and equipped from the pictures I've seen. It's going through certification now and first flight should be soon. I am very excited to meet the builder in person and see the airplane up close. It's priced on the high end of what I was thinking to spend, but I think I can make it happen. Now, the hard part. Finding a hangar.
Hangar is hard, but insurance if you want your sons to be able to fly the plane may be near impossible, given their low time. Call Jenny or Leah at Gallagher agency now, and have a free talk. They advertise on this site. In particular student-solo will be very expensive to insure, if even possible.
We are VERY happy for you and your family in finding an RV-10 that fits your mission and that was well built, too! Yes--finding a hangar can be a "bugaboo", especially a city or county hanger. However, many airports have private condo hangar too but tend to cost more than a city or county hanger. Getting your name on the waiting list at multiple airports is a good idea! When we were waiting for a county hangar at KPAE, we rented a private party condo hangar. Our airport manager here at KPAE said that when he starts calling names on the list, many people don't need the hangar any longer, so he could run through as many as 20-names before finding someone. So, the length of a waiting list is somewhat irrelevant. This is the private condo hangar we rented while waiting for a county hangar to become available at Paine Field.
I second this; see my post regarding insurance quotes. Even if they are insurable (doubtful), the cost to insure with hull coverage will be astronomical.
Congratulations. If you have the standard 60 gal tanks search these forums for ‘lean of peak’ operations. For trips of a certain length, you can get there faster by going slower (skipping a fuel stop).Well it official! You guys couldn’t talk me out of purchasing a RV-10.
Last week on a beautiful morning in Illinois, my son and I picked up our RV10. With the help of a new dear friend Leigh, we flew her to Arizona with some interesting stops for fuel. The best being Flagstaff and Sedona. Receive transition training along the way..now I have to learn not to flare starting at feet.
Super happy with the purchase and looking forward to flying it Oshkosh next year with my son. Sitting in the back seat and watching my son fly has been the highlight of my life. He will be 3rd generation of pilots in our family..My father is looking down and smiling.
Congratulations. I think you will be pleased with your choice. I’ve watched my sons grow up in the backseat of the -10, then move to the left seat, following a family lineage of pilots, so I understand the pride you feel. The RV-10 is an integral part of our family. You can’t put a price on that.Well it official! You guys couldn’t talk me out of purchasing a RV-10.
Last week on a beautiful morning in Illinois, my son and I picked up our RV10. New build, with 41 hours, and fully equipped. With the help of a new dear friend Leigh, we flew her to Arizona with some interesting stops for fuel. The best being Flagstaff and Sedona. Receive transition training along the way..now I have to learn not to flare starting at 30 feet.
Super happy with the purchase and looking forward to flying it to Oshkosh next year with my son. Sitting in the back seat and watching my son fly has been the highlight of my life. He will be the 3rd generation of pilots in our family..My father is looking down and smiling.
Glad it all worked out well for you. I notice your chts are are high for 75% power and 70* oat. Find an expert local to you and get some assistance sealing up gaps in your baffling. I suspect you will struggle to stay below 420 down low in phoenix summer wx. And full power climbs may also be problematic in the high ambients there. Lots of good posts here to help you down that path. Most 10’s would have chts around 360-370 in that condition. In the interim suggest learning to lean. At 8K, i get 165 kts at 10.5-11. Save 3+ gph and only lose 8 knots.Well it official! You guys couldn’t talk me out of purchasing a RV-10.
Last week on a beautiful morning in Illinois, my son and I picked up our RV10. New build, with 41 hours, and fully equipped. With the help of a new dear friend Leigh, we flew her to Arizona with some interesting stops for fuel. The best being Flagstaff and Sedona. Receive transition training along the way..now I have to learn not to flare starting at 30 feet.
Super happy with the purchase and looking forward to flying it to Oshkosh next year with my son. Sitting in the back seat and watching my son fly has been the highlight of my life. He will be the 3rd generation of pilots in our family..My father is looking down and smiling.
Also worth investigating how those pmag advance curves are setup. At that MAP, they are advancing (they assume you are LOP, where this advance is helpfull). If you plan to cruise ROP, then you should set them to a fixed advance. That will bring the temps down. Feel free to call me to discuss.
Glad we failedWell it official! You guys couldn’t talk me out of purchasing a RV-10.
Last week on a beautiful morning in Illinois, my son and I picked up our RV10. New build, with 41 hours, and fully equipped. With the help of a new dear friend Leigh, we flew her to Arizona with some interesting stops for fuel. The best being Flagstaff and Sedona. Receive transition training along the way..now I have to learn not to flare starting at 30 feet.
Super happy with the purchase and looking forward to flying it to Oshkosh next year with my son. Sitting in the back seat and watching my son fly has been the highlight of my life. He will be the 3rd generation of pilots in our family..My father is looking down and smiling.
I too live in the high, dry hot Southwestern desert.
I did a prebuy on the op's plane. I worked with the seller trying to insure the jumper was in, as the temps were a bit higher than typical for a 10. We went through the manual and found no reference. I believe several things have changed on the 6 cyl model. Also thought I saw a reference to fixed timing. I would have no issues disconnecting the Map line from the pmag, as long as it had a filtered cap to keep debris out. Can't see how this would harm the pmag. Those instructions make no sense, excluding issues with TDC reset. Unsure how avoiding the advance curve would hurt a turbo engine, as I would expect the exact opposite. Not suggesting folks do that without some research or understanding why that warning is in place.
As been posted, the operator sets 6 cylinder pMag timing max advance on installation (there is no jumper like the 4 cylinder pMags). My data says there is no advantage (for a typical RV) for doing more than 9 degrees of advance. For a new engine I suggest setting timing advance at 6 degrees but flying the first few flights with the “Fixed/Variable” switch in the Fixed postion, then taking data in the Variable postion after you are pasted the initial Phase 1 checks. Explore timing up to 9 degrees later.
With a fixed timing option, there should be no need to mess with the map line. Thanks for confirming that.
OP,
But flying in fixed timing all the time is not what I would do, nor recommend. If required to address a high CHTs issue I would first look to improper timing (just like I would for a mag), then the other “usual suspects”. For this plane I would not fly it without first doing installation verification (timing checks). I do recommend having the “Fix/Variable” switch installed.
The OP is flying in cruise well rich of peak. There is little advantage to 6-9* of advance when ROP. Peak or LOP, I would agree that advance is beneficial. In his case it is just adding heat with little benefit.
If I recall, we spent about $70K completing our RV-9A in 2004, including the paint job, new Aero Sport engine and AP. It was also a lot easer paying the WA Use Tax on an RV build back then. However, there are many more goodies and gadgets that one can buy these days! But, one must realize the amount of labor that goes into any RV build or "sweat equality" if you build it yourself, which can bring the cost down considerably, too.
Well--I think the bottom-line in terms of flying in a hotter climate, especially with the performance of an RV-10, is to climb at a higher indicated airspeed to keep the CHT's from getting too warm. Most RV's generally like climbing at 105-knots anyway and still achieve excellent climb performance! I know our RV-9A, even with its 160-HP Lycoming, performs great during in-route climbs at 105-knots! As a matter of fact, it actually helps increase your manifold pressure providing better climb performance in that way. It's really more about keeping your CHT's from getting to hot. I always run less than 350-degrees in climbs myself, but many people say 400-degrees is okay. Many pilots these days like running on the lean-side-of-peak EGT, especially if they have the matched flow GAMI Injectors. I personally operate at 75-degrees below rich-side-of-peak EGT, which is the "old school" way of doing things, but I have never had to top overhaul my engine early either. Fuel flow is an effective engine cooler as is mentioned in just about every private pilot handbook. We prefer to throttle-back a bit in cruise (65-percent power) and set the EGT to 1200 F to save money in that way. However, there are many opinions on this topic, and everyone thinks they are right!
I would imagine cowl flaps would be a necessity in Arizona during the summer months. What exactly is better about pmags than conventional fixed timing mags on Lycoming engines? Advancing the timing on Lycoming engines is not really recommended. Here's what they say "While pmags offer the flexibility of timing advance on Lycoming engines, it's crucial to exercise caution and thoroughly understand the potential risks and benefits. It's recommended to consult with experienced aviation mechanics, particularly those familiar with electronic ignition systems on Lycoming engines, and to carefully monitor engine parameters to ensure safe and efficient operation". I do know that advancing the timing on Lycoming engines will cause them to run hotter than otherwise.
