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[email protected]

Joined: 29 Jul 2015
Posts: 64
Location: Las Vegas, NV

Posted: Sun Oct 03, 2021 7:34 pm Post subject: RV10 Performance

I completed N810RK about a year and a half ago. It was a slow build kit with lots of mods and I built my own IFR panel with 3 Dynon HDX screens and a Garmin 650. I was curious about performance in the community. I have a Barrett engine with cold air induction and a Showplanes cowl. I usually run it at 19 inches and 2300 rpm which I can hold up to 13,000  I get about 160 TAS down low and about 175 TAS at 13,000. This takes about 12.3 Gal/hr at 50 rich of peak. Does this sound about average for most of you?  



Robert Jones

_________________
Robert J Jones
702-521-1840

Dave Saylor

Joined: 11 Jan 2015
Posts: 209
Location: GILROY, CA

Posted: Sun Oct 03, 2021 8:32 pm Post subject: RV10 Performance

For flights of any length I generally run WOT and gradually reduce RPM as I climb.  2150 seems like a nice cruise RPM. I like to cruise between 8000-12000 feet.  I run LOP around 10GPH at 165KTAS. Power is around 55%.



Quick note a bit off topic:  My wife and I just ran the 57th Annual Hayward Air Rally.  She's the pilot for it; I sit right seat and do some chores and odd jobs.

This year we took first place in our class, the score being based on estimated time and estimated fuel over two legs totaling about 500NM.  There are human timers and calibrated fuel trucks and  forms in triplicate...it's quite precise.

We managed our time to a three second cumulative error, and 0.84 gallons of fuel.  Best overall had zero time error and 0.4 gallons.  We "get to" run in their class next year.

If anyone is West Coast based and wants to try some really challenging flying, please take a look at the Hayward Air Rally website or PM me.  It's a hoot, lots of great folks, and a nice variation on the $100 hamburger.

--Dave Saylor

N921AC

2100 AFTT

Flying since 2007

On Sun, Oct 3, 2021 at 8:38 PM Robert Jones <rjones560xl(at)gmail.com (rjones560xl(at)gmail.com)> wrote:



 	  Quote: 	
		  --> RV10-List message posted by: Robert Jones <rjones560xl(at)gmail.com (rjones560xl(at)gmail.com)>

 

 I completed N810RK about a year and a half ago. It was a slow build kit with lots of mods and I built my own IFR panel with 3 Dynon HDX screens and a Garmin 650. I was curious about performance in the community. I have a Barrett engine with cold air induction and a Showplanes cowl. I usually run it at 19 inches and 2300 rpm which I can hold up to 13,000  I get about 160 TAS down low and about 175 TAS at 13,000. This takes about 12.3 Gal/hr at 50 rich of peak. Does this sound about average for most of you?  

 

 Robert Jones

 ===========

 -List" rel="noreferrer" target="_blank">http://www.matronics.com/Navigator?RV10-List

 ===========

  FORUMS -

 eferrer" target="_blank">http://forums.matronics.com

 ===========

 WIKI -

 errer" target="_blank">http://wiki.matronics.com

 ===========

 b Site -

           -Matt Dralle, List Admin.

 rel="noreferrer" target="_blank">http://www.matronics.com/contribution

 ===========

_________________
--Dave
KWVI

rv10pro(at)gmail.com
Guest

Posted: Sun Oct 03, 2021 11:22 pm Post subject: RV10 Performance

A wise list of components on the build and fuel burn sounds right.



Have you balanced your injectuon jets?  Do you cruise Lean of Peak?

Did you use bonaco brake fluid libes and avoid Nylaflow?



John Cox



On Sun, Oct 3, 2021, 20:37 Robert Jones <rjones560xl(at)gmail.com (rjones560xl(at)gmail.com)> wrote:



 	  Quote: 	
		  --> RV10-List message posted by: Robert Jones <rjones560xl(at)gmail.com (rjones560xl(at)gmail.com)>

 

 I completed N810RK about a year and a half ago. It was a slow build kit with lots of mods and I built my own IFR panel with 3 Dynon HDX screens and a Garmin 650. I was curious about performance in the community. I have a Barrett engine with cold air induction and a Showplanes cowl. I usually run it at 19 inches and 2300 rpm which I can hold up to 13,000  I get about 160 TAS down low and about 175 TAS at 13,000. This takes about 12.3 Gal/hr at 50 rich of peak. Does this sound about average for most of you?  

 

 Robert Jones

 ===========

 -List" rel="noreferrer noreferrer" target="_blank">http://www.matronics.com/Navigator?RV10-List

 ===========

  FORUMS -

 eferrer noreferrer" target="_blank">http://forums.matronics.com

 ===========

 WIKI -

 errer noreferrer" target="_blank">http://wiki.matronics.com

 ===========

 b Site -

           -Matt Dralle, List Admin.

 rel="noreferrer noreferrer" target="_blank">http://www.matronics.com/contribution

 ===========

[email protected]

Joined: 29 Jul 2015
Posts: 64
Location: Las Vegas, NV

Posted: Mon Oct 04, 2021 8:51 am Post subject: RV10 Performance

I am going to gather some data for GAMI to see if they can improve how even my EGT’s peak. My number 2 cylinder peaks ahead of the other 5, which are quite even. I have not been running lean of peak because of that.   I think I could get my cruise fuel flow down to about 10 gal/ hr if I got my injectors tuned better. Time will tell.�



I used real brake lines made up by All Hoses just down the street. I thought the Vans supplied hoses were junk.  A friend of mine has a custom brake fluid reservoir with a float switch in it. If I can get him to build me one I am going to hook it up to a general purpose wire on the EMS and build an icon for the Dynon EMS screen to display low brake fluid.  

I use my middle screen to display engine instruments at 100% in normal mode the numbers on a lot of instruments were awfully small and I got a friend of mine to modify the file to increase the size of the numbers on a few of them. He was so successful that I am going to have him increase the size of the numbers on the CHT’s and EGT’s and post the file here. 



Robert Jones



 	  Quote: 	
		  On Oct 4, 2021, at 12:26 AM, John William Cox <rv10pro(at)gmail.com> wrote:



A wise list of components on the build and fuel burn sounds right.



Have you balanced your injectuon jets?� Do you cruise Lean of Peak?

Did you use bonaco brake fluid libes and avoid Nylaflow?



John Cox



On Sun, Oct 3, 2021, 20:37 Robert Jones <rjones560xl(at)gmail.com (rjones560xl(at)gmail.com)> wrote:



 	  Quote: 	
		  --> RV10-List message posted by: Robert Jones <rjones560xl(at)gmail.com (rjones560xl(at)gmail.com)>

 

 I completed N810RK about a year and a half ago. It was a slow build kit with lots of mods and I built my own IFR panel with 3 Dynon HDX screens and a Garmin 650. I was curious about performance in the community. I have a Barrett engine with cold air induction and a Showplanes cowl. I usually run it at 19 inches and 2300 rpm which I can hold up to 13,000  I get about 160 TAS down low and about 175 TAS at 13,000. This takes about 12.3 Gal/hr at 50 rich of peak. Does this sound about average for most of you?  

 

 Robert Jones

 ===========

 -List" rel="noreferrer noreferrer" target="_blank">http://www.matronics.com/Navigator?RV10-List

 ===========

  FORUMS -

 eferrer noreferrer" target="_blank">http://forums.matronics.com

 ===========

 WIKI -

 errer noreferrer" target="_blank">http://wiki.matronics.com

 ===========

 b Site -

           -Matt Dralle, List Admin.

 rel="noreferrer noreferrer" target="_blank">http://www.matronics.com/contribution

 ===========

_________________
Robert J Jones
702-521-1840

rv10pro(at)gmail.com
Guest

Posted: Mon Oct 04, 2021 12:14 pm Post subject: RV10 Performance

Did you upgrade brake fluid to Royco 782.  Big reason notvto use 5606.



Your potential fuel burn sounds right.  Gami are pros on Continental.  Consider Airflow Performance of Spartanburg, South Carolina for Lycoming.

On Mon, Oct 4, 2021, 09:55 Robert Jones <rjones560xl(at)gmail.com (rjones560xl(at)gmail.com)> wrote:



 	  Quote: 	
		  I am going to gather some data for GAMI to see if they can improve how even my EGT’s peak. My number 2 cylinder peaks ahead of the other 5, which are quite even. I have not been running lean of peak because of that.   I think I could get my cruise fuel flow down to about 10 gal/ hr if I got my injectors tuned better. Time will tell. 



I used real brake lines made up by All Hoses just down the street. I thought the Vans supplied hoses were junk.  A friend of mine has a custom brake fluid reservoir with a float switch in it. If I can get him to build me one I am going to hook it up to a general purpose wire on the EMS and build an icon for the Dynon EMS screen to display low brake fluid.  

I use my middle screen to display engine instruments at 100% in normal mode the numbers on a lot of instruments were awfully small and I got a friend of mine to modify the file to increase the size of the numbers on a few of them. He was so successful that I am going to have him increase the size of the numbers on the CHT’s and EGT’s and post the file here. 



Robert Jones



 	  Quote: 	
		  On Oct 4, 2021, at 12:26 AM, John William Cox <rv10pro(at)gmail.com (rv10pro(at)gmail.com)> wrote:



A wise list of components on the build and fuel burn sounds right.



Have you balanced your injectuon jets?  Do you cruise Lean of Peak?

Did you use bonaco brake fluid libes and avoid Nylaflow?



John Cox



On Sun, Oct 3, 2021, 20:37 Robert Jones <rjones560xl(at)gmail.com (rjones560xl(at)gmail.com)> wrote:



 	  Quote: 	
		  --> RV10-List message posted by: Robert Jones <rjones560xl(at)gmail.com (rjones560xl(at)gmail.com)>

 

 I completed N810RK about a year and a half ago. It was a slow build kit with lots of mods and I built my own IFR panel with 3 Dynon HDX screens and a Garmin 650. I was curious about performance in the community. I have a Barrett engine with cold air induction and a Showplanes cowl. I usually run it at 19 inches and 2300 rpm which I can hold up to 13,000  I get about 160 TAS down low and about 175 TAS at 13,000. This takes about 12.3 Gal/hr at 50 rich of peak. Does this sound about average for most of you?  

 

 Robert Jones

 ===========

 -List" rel="noreferrer noreferrer" target="_blank">http://www.matronics.com/Navigator?RV10-List

 ===========

  FORUMS -

 eferrer noreferrer" target="_blank">http://forums.matronics.com

 ===========

 WIKI -

 errer noreferrer" target="_blank">http://wiki.matronics.com

 ===========

 b Site -

           -Matt Dralle, List Admin.

 rel="noreferrer noreferrer" target="_blank">http://www.matronics.com/contribution

 ===========

 

 

 

 	


 

	




	


John Cox

[email protected]

Joined: 29 Jul 2015
Posts: 64
Location: Las Vegas, NV

Posted: Mon Oct 04, 2021 12:25 pm Post subject: RV10 Performance

Thanks for the tip on Airflow Performance. I have a FM 300 throttle body, but I did not know they tuned injectors. 



I used 782 for my brake fluid. 



Robert Jones



 	  Quote: 	
		  On Oct 4, 2021, at 1:19 PM, John William Cox <rv10pro(at)gmail.com> wrote:



Did you upgrade brake fluid to Royco 782.� Big reason notvto use 5606.



Your potential fuel burn sounds right.  Gami are pros on Continental.  Consider Airflow Performance of Spartanburg, South Carolina for Lycoming.

On Mon, Oct 4, 2021, 09:55 Robert Jones <rjones560xl(at)gmail.com (rjones560xl(at)gmail.com)> wrote:



 	  Quote: 	
		  I am going to gather some data for GAMI to see if they can improve how even my EGT’s peak. My number 2 cylinder peaks ahead of the other 5, which are quite even. I have not been running lean of peak because of that.   I think I could get my cruise fuel flow down to about 10 gal/ hr if I got my injectors tuned better. Time will tell. 



I used real brake lines made up by All Hoses just down the street. I thought the Vans supplied hoses were junk.  A friend of mine has a custom brake fluid reservoir with a float switch in it. If I can get him to build me one I am going to hook it up to a general purpose wire on the EMS and build an icon for the Dynon EMS screen to display low brake fluid.  

I use my middle screen to display engine instruments at 100% in normal mode the numbers on a lot of instruments were awfully small and I got a friend of mine to modify the file to increase the size of the numbers on a few of them. He was so successful that I am going to have him increase the size of the numbers on the CHT’s and EGT’s and post the file here. 



Robert Jones



 	  Quote: 	
		  On Oct 4, 2021, at 12:26 AM, John William Cox <rv10pro(at)gmail.com (rv10pro(at)gmail.com)> wrote:



A wise list of components on the build and fuel burn sounds right.



Have you balanced your injectuon jets?  Do you cruise Lean of Peak?

Did you use bonaco brake fluid libes and avoid Nylaflow?



John Cox



On Sun, Oct 3, 2021, 20:37 Robert Jones <rjones560xl(at)gmail.com (rjones560xl(at)gmail.com)> wrote:



 	  Quote: 	
		  --> RV10-List message posted by: Robert Jones <rjones560xl(at)gmail.com (rjones560xl(at)gmail.com)>

 

 I completed N810RK about a year and a half ago. It was a slow build kit with lots of mods and I built my own IFR panel with 3 Dynon HDX screens and a Garmin 650. I was curious about performance in the community. I have a Barrett engine with cold air induction and a Showplanes cowl. I usually run it at 19 inches and 2300 rpm which I can hold up to 13,000  I get about 160 TAS down low and about 175 TAS at 13,000. This takes about 12.3 Gal/hr at 50 rich of peak. Does this sound about average for most of you?  

 

 Robert Jones

 ===========

 -List" rel="noreferrer noreferrer" target="_blank">http://www.matronics.com/Navigator?RV10-List

 ===========

  FORUMS -

 eferrer noreferrer" target="_blank">http://forums.matronics.com

 ===========

 WIKI -

 errer noreferrer" target="_blank">http://wiki.matronics.com

 ===========

 b Site -

           -Matt Dralle, List Admin.

 rel="noreferrer noreferrer" target="_blank">http://www.matronics.com/contribution

 ===========

 

 

 

 	


 

	




	


John Cox

_________________
Robert J Jones
702-521-1840

[email protected]

Joined: 29 Jul 2015
Posts: 64
Location: Las Vegas, NV

Posted: Mon Oct 04, 2021 12:52 pm Post subject: RV10 Performance

Could you define WOT for me. Even considering typos I can’t figure out what that stands for so I obviously need some education on this. 



Robert Jones



 	  Quote: 	
		  On Oct 3, 2021, at 9:36 PM, David Saylor <saylor.dave(at)gmail.com> wrote:



For flights of any length I generally run WOT and gradually reduce RPM as I climb.� 2150 seems like a nice cruise RPM. I like to cruise between 8000-12000 feet.  I run LOP around 10GPH at 165KTAS. Power is around 55%.



Quick note a bit off topic:  My wife and I just ran the 57th Annual Hayward Air Rally.  She's the pilot for it; I sit right seat and do some chores and odd jobs.

This year we took first place in our class, the score being based on estimated time and estimated fuel over two legs totaling about 500NM.  There are human timers and calibrated fuel trucks and  forms in triplicate...it's quite precise.

We managed our time to a three second cumulative error, and 0.84 gallons of fuel.  Best overall had zero time error and 0.4 gallons.  We "get to" run in their class next year.

If anyone is West Coast based and wants to try some really challenging flying, please take a look at the Hayward Air Rally website or PM me.  It's a hoot, lots of great folks, and a nice variation on the $100 hamburger.

--Dave Saylor

N921AC

2100 AFTT

Flying since 2007

On Sun, Oct 3, 2021 at 8:38 PM Robert Jones <rjones560xl(at)gmail.com (rjones560xl(at)gmail.com)> wrote:



 	  Quote: 	
		  --> RV10-List message posted by: Robert Jones <rjones560xl(at)gmail.com (rjones560xl(at)gmail.com)>

 

 I completed N810RK about a year and a half ago. It was a slow build kit with lots of mods and I built my own IFR panel with 3 Dynon HDX screens and a Garmin 650. I was curious about performance in the community. I have a Barrett engine with cold air induction and a Showplanes cowl. I usually run it at 19 inches and 2300 rpm which I can hold up to 13,000  I get about 160 TAS down low and about 175 TAS at 13,000. This takes about 12.3 Gal/hr at 50 rich of peak. Does this sound about average for most of you?  

 

 Robert Jones

 ===========

 -List" rel="noreferrer" target="_blank">http://www.matronics.com/Navigator?RV10-List

 ===========

  FORUMS -

 eferrer" target="_blank">http://forums.matronics.com

 ===========

 WIKI -

 errer" target="_blank">http://wiki.matronics.com

 ===========

 b Site -

           -Matt Dralle, List Admin.

 rel="noreferrer" target="_blank">http://www.matronics.com/contribution

 ===========

_________________
Robert J Jones
702-521-1840

rleffler

Joined: 05 Nov 2006
Posts: 680

Posted: Mon Oct 04, 2021 1:02 pm Post subject: RV10 Performance

Wide Open Throttle 

�   

From: owner-rv10-list-server(at)matronics.com <owner-rv10-list-server(at)matronics.com> On Behalf Of Robert Jones

 Sent: Monday, October 4, 2021 4:52 PM

 To: rv10-list(at)matronics.com

 Subject: Re: RV10-List: RV10 Performance 

� 

Could you define WOT for me. Even considering typos I can’t figure out what that stands for so I obviously need some education on this.�  

Robert Jones 

   	  Quote: 	

On Oct 3, 2021, at 9:36 PM, David Saylor <saylor.dave(at)gmail.com (saylor.dave(at)gmail.com)> wrote:   

For flights of any length I generally run WOT and gradually reduce RPM as I climb.� 2150 seems like a nice�cruise RPM. I like to cruise between 8000-12000 feet.� I run LOP around 10GPH�at 165KTAS. Power is around 55%.  

� 

Quick note a bit off topic:� My wife and I just ran the 57th Annual Hayward Air Rally.� She's the pilot for it; I sit right seat and do some chores and odd jobs. 

� 

This year we took first place in our�class, the score being based on estimated time and estimated fuel over two legs totaling about 500NM.� There are human timers and calibrated fuel trucks and��forms in triplicate...it's quite precise. 

� 

We managed our time to a three second cumulative error, and 0.84 gallons of fuel.� Best overall had zero time error and 0.4 gallons.� We "get to" run in their class next year. 

� 

If anyone is West Coast based and wants to try some really challenging flying, please take a look at the Hayward Air Rally website or PM me.� It's a hoot, lots of great folks, and a nice variation on the $100 hamburger. 

� 

--Dave Saylor 

N921AC 

2100 AFTT 

Flying since 2007 

�   

On Sun, Oct 3, 2021 at 8:38 PM Robert Jones <rjones560xl(at)gmail.com (rjones560xl(at)gmail.com)> wrote: 

  	  Quote: 	

--> RV10-List message posted by: Robert Jones <rjones560xl(at)gmail.com (rjones560xl(at)gmail.com)>

 I completed N810RK about a year and a half ago. It was a slow build kit with lots of mods and I built my own IFR panel with 3 Dynon HDX screens and a Garmin 650. I was curious about performance in the community. I have a Barrett engine with cold air induction  and a Showplanes cowl. I usually run it at 19 inches and 2300 rpm which I can hold up to 13,000� I get about 160 TAS down low and about 175 TAS at 13,000. This takes about 12.3 Gal/hr at 50 rich of peak. Does this sound about average for most of you?� 

 Robert Jones

 ===========

 -List" rel="noreferrer" target="_blank">http://www.matronics.com/Navigator?RV10-List

 ===========

 FORUMS -

 eferrer" target="_blank">http://forums.matronics.com

 ===========

 WIKI -

 errer" target="_blank">http://wiki.matronics.com

 ===========

 b Site -

 � � � � � -Matt Dralle, List Admin.

 rel="noreferrer" target="_blank">http://www.matronics.com/contribution

 ===========

_________________
Bob Leffler
N410BL - Phase I
http://mykitlog.com/rleffler

kearney

Joined: 20 Sep 2008
Posts: 563

Posted: Mon Oct 04, 2021 1:16 pm Post subject: RV10 Performance

Wide open throttle



Sent from my iPhone



 	  Quote: 	
		  On Oct 4, 2021, at 3:00 PM, Robert Jones <rjones560xl(at)gmail.com> wrote:



Could you define WOT for me. Even considering typos I can’t figure out what that stands for so I obviously need some education on this. 



Robert Jones



 	  Quote: 	
		  On Oct 3, 2021, at 9:36 PM, David Saylor <saylor.dave(at)gmail.com> wrote:



For flights of any length I generally run WOT and gradually reduce RPM as I climb.  2150 seems like a nice cruise RPM. I like to cruise between 8000-12000 feet.  I run LOP around 10GPH�at 165KTAS. Power is around 55%.



Quick note a bit off topic:  My wife and I just ran the 57th Annual Hayward Air Rally.� She's the pilot for it; I sit right seat and do some chores and odd jobs.

This year we took first place in our class, the score being based on estimated time and estimated fuel over two legs totaling about 500NM.  There are human timers and calibrated fuel trucks and  forms in triplicate...it's quite precise.

We managed our time to a three second cumulative error, and 0.84 gallons of fuel.  Best overall had zero time error and 0.4 gallons.  We "get to" run in their class next year.

If anyone is West Coast based and wants to try some really challenging flying, please take a look at the Hayward Air Rally website or PM me.  It's a hoot, lots of great folks, and a nice variation on the $100 hamburger.

--Dave Saylor

N921AC

2100 AFTT

Flying since 2007

On Sun, Oct 3, 2021 at 8:38 PM Robert Jones <rjones560xl(at)gmail.com (rjones560xl(at)gmail.com)> wrote:



 	  Quote: 	
		  --> RV10-List message posted by: Robert Jones <rjones560xl(at)gmail.com (rjones560xl(at)gmail.com)>

 

 I completed N810RK about a year and a half ago. It was a slow build kit with lots of mods and I built my own IFR panel with 3 Dynon HDX screens and a Garmin 650. I was curious about performance in the community. I have a Barrett engine with cold air induction and a Showplanes cowl. I usually run it at 19 inches and 2300 rpm which I can hold up to 13,000  I get about 160 TAS down low and about 175 TAS at 13,000. This takes about 12.3 Gal/hr at 50 rich of peak. Does this sound about average for most of you?  

 

 Robert Jones

 ===========

 -List" rel="noreferrer" target="_blank">http://www.matronics.com/Navigator?RV10-List

 ===========

  FORUMS -

 eferrer" target="_blank">http://forums.matronics.com

 ===========

 WIKI -

 errer" target="_blank">http://wiki.matronics.com

 ===========

 b Site -

           -Matt Dralle, List Admin.

 rel="noreferrer" target="_blank">http://www.matronics.com/contribution

 ===========

Dave Saylor

Joined: 11 Jan 2015
Posts: 209
Location: GILROY, CA

Posted: Mon Oct 04, 2021 1:48 pm Post subject: RV10 Performance

Sorry, it means wide open throttle.



On Mon, Oct 4, 2021 at 1:56 PM Robert Jones <rjones560xl(at)gmail.com (rjones560xl(at)gmail.com)> wrote:



 	  Quote: 	
		  Could you define WOT for me. Even considering typos I can’t figure out what that stands for so I obviously need some education on this. 



Robert Jones



 	  Quote: 	
		  On Oct 3, 2021, at 9:36 PM, David Saylor <saylor.dave(at)gmail.com (saylor.dave(at)gmail.com)> wrote:



For flights of any length I generally run WOT and gradually reduce RPM as I climb.  2150 seems like a nice cruise RPM. I like to cruise between 8000-12000 feet.  I run LOP around 10GPH at 165KTAS. Power is around 55%.



Quick note a bit off topic:  My wife and I just ran the 57th Annual Hayward Air Rally.  She's the pilot for it; I sit right seat and do some chores and odd jobs.

This year we took first place in our class, the score being based on estimated time and estimated fuel over two legs totaling about 500NM.  There are human timers and calibrated fuel trucks and  forms in triplicate...it's quite precise.

We managed our time to a three second cumulative error, and 0.84 gallons of fuel.  Best overall had zero time error and 0.4 gallons.  We "get to" run in their class next year.

If anyone is West Coast based and wants to try some really challenging flying, please take a look at the Hayward Air Rally website or PM me.  It's a hoot, lots of great folks, and a nice variation on the $100 hamburger.

--Dave Saylor

N921AC

2100 AFTT

Flying since 2007

On Sun, Oct 3, 2021 at 8:38 PM Robert Jones <rjones560xl(at)gmail.com (rjones560xl(at)gmail.com)> wrote:



 	  Quote: 	
		  --> RV10-List message posted by: Robert Jones <rjones560xl(at)gmail.com (rjones560xl(at)gmail.com)>

 

 I completed N810RK about a year and a half ago. It was a slow build kit with lots of mods and I built my own IFR panel with 3 Dynon HDX screens and a Garmin 650. I was curious about performance in the community. I have a Barrett engine with cold air induction and a Showplanes cowl. I usually run it at 19 inches and 2300 rpm which I can hold up to 13,000  I get about 160 TAS down low and about 175 TAS at 13,000. This takes about 12.3 Gal/hr at 50 rich of peak. Does this sound about average for most of you?  

 

 Robert Jones

 ===========

 -List" rel="noreferrer" target="_blank">http://www.matronics.com/Navigator?RV10-List

 ===========

  FORUMS -

 eferrer" target="_blank">http://forums.matronics.com

 ===========

 WIKI -

 errer" target="_blank">http://wiki.matronics.com

 ===========

 b Site -

           -Matt Dralle, List Admin.

 rel="noreferrer" target="_blank">http://www.matronics.com/contribution

 ===========

_________________
--Dave
KWVI

amekler

Joined: 07 Oct 2010
Posts: 164

Posted: Mon Oct 04, 2021 1:52 pm Post subject: RV10 Performance

I had no luck with gamiAirflow performance was great

Highly recommend 



Sent from my iPhone



 	  Quote: 	
		  On Oct 4, 2021, at 4:21 PM, John William Cox <rv10pro(at)gmail.com> wrote:



Did you upgrade brake fluid to Royco 782.� Big reason notvto use 5606.



Your potential fuel burn sounds right.  Gami are pros on Continental.� Consider Airflow Performance of Spartanburg, South Carolina for Lycoming.

On Mon, Oct 4, 2021, 09:55 Robert Jones <rjones560xl(at)gmail.com (rjones560xl(at)gmail.com)> wrote:



 	  Quote: 	
		  I am going to gather some data for GAMI to see if they can improve how even my EGT’s peak. My number 2 cylinder peaks ahead of the other 5, which are quite even. I have not been running lean of peak because of that.   I think I could get my cruise fuel flow down to about 10 gal/ hr if I got my injectors tuned better. Time will tell. 



I used real brake lines made up by All Hoses just down the street. I thought the Vans supplied hoses were junk.  A friend of mine has a custom brake fluid reservoir with a float switch in it. If I can get him to build me one I am going to hook it up to a general purpose wire on the EMS and build an icon for the Dynon EMS screen to display low brake fluid.  

I use my middle screen to display engine instruments at 100% in normal mode the numbers on a lot of instruments were awfully small and I got a friend of mine to modify the file to increase the size of the numbers on a few of them. He was so successful that I am going to have him increase the size of the numbers on the CHT’s and EGT’s and post the file here. 



Robert Jones



 	  Quote: 	
		  On Oct 4, 2021, at 12:26 AM, John William Cox <rv10pro(at)gmail.com (rv10pro(at)gmail.com)> wrote:



A wise list of components on the build and fuel burn sounds right.



Have you balanced your injectuon jets?  Do you cruise Lean of Peak?

Did you use bonaco brake fluid libes and avoid Nylaflow?



John Cox



On Sun, Oct 3, 2021, 20:37 Robert Jones <rjones560xl(at)gmail.com (rjones560xl(at)gmail.com)> wrote:



 	  Quote: 	
		  --> RV10-List message posted by: Robert Jones <rjones560xl(at)gmail.com (rjones560xl(at)gmail.com)>

 

 I completed N810RK about a year and a half ago. It was a slow build kit with lots of mods and I built my own IFR panel with 3 Dynon HDX screens and a Garmin 650. I was curious about performance in the community. I have a Barrett engine with cold air induction and a Showplanes cowl. I usually run it at 19 inches and 2300 rpm which I can hold up to 13,000  I get about 160 TAS down low and about 175 TAS at 13,000. This takes about 12.3 Gal/hr at 50 rich of peak. Does this sound about average for most of you?  

 

 Robert Jones

 ===========

 -List" rel="noreferrer noreferrer" target="_blank">http://www.matronics.com/Navigator?RV10-List

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 errer noreferrer" target="_blank">http://wiki.matronics.com

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           -Matt Dralle, List Admin.

 rel="noreferrer noreferrer" target="_blank">http://www.matronics.com/contribution

 ===========

 

 

 

 	


 

	




	


John Cox

Kellym

Joined: 10 Jan 2006
Posts: 1705
Location: Sun Lakes AZ

Posted: Mon Oct 04, 2021 2:22 pm Post subject: RV10 Performance

I found it useful to swap my richest injectors with the leanest first. 

After doing that a couple times, I found my #3&4 were consistently the 

richest. So I ordered 2 restrictors from Airflow that were 0.005 lower 

flow size, which got me within the desired 0.5 gph from richest to 

leanest peak. All of my EGTs run very close now, although I still get a 

very minor roughness when I go LOP. I have thought about trying on notch 

leaner yet on those two cylinders, new spark plugs and possibly an 

electronic replacement for one of my mags.

Kelly



On 10/4/2021 1:24 PM, Robert Jones wrote:

 	  Quote: 	
		   Thanks for the tip on Airflow Performance. I have a FM 300 throttle 

 body, but I did not know they tuned injectors.

 

 I used 782 for my brake fluid.

 

 Robert Jones

 

> On Oct 4, 2021, at 1:19 PM, John William Cox <rv10pro(at)gmail.com> wrote:

>

> 

> Did you upgrade brake fluid to Royco 782.  Big reason notvto use 5606.

>

> Your potential fuel burn sounds right.  Gami are pros on Continental.  

> Consider Airflow Performance of Spartanburg, South Carolina for Lycoming.

>

> On Mon, Oct 4, 2021, 09:55 Robert Jones <rjones560xl(at)gmail.com 

> <mailto:rjones560xl(at)gmail.com>> wrote:

>

>     I am going to gather some data for GAMI to see if they can improve

>     how even my EGT’s peak. My number 2 cylinder peaks ahead of the

>     other 5, which are quite even. I have not been running lean of

>     peak because of that.   I think I could get my cruise fuel flow

>     down to about 10 gal/ hr if I got my injectors tuned better. Time

>     will tell.

>

>     I used real brake lines made up by All Hoses just down the street.

>     I thought the Vans supplied hoses were junk.  A friend of mine has

>     a custom brake fluid reservoir with a float switch in it. If I can

>     get him to build me one I am going to hook it up to a general

>     purpose wire on the EMS and build an icon for the Dynon EMS screen

>     to display low brake fluid.

>

>     I use my middle screen to display engine instruments at 100% in

>     normal mode the numbers on a lot of instruments were awfully small

>     and I got a friend of mine to modify the file to increase the size

>     of the numbers on a few of them. He was so successful that I am

>     going to have him increase the size of the numbers on the CHT’s

>     and EGT’s and post the file here.

>

>     Robert Jones

>

>>     On Oct 4, 2021, at 12:26 AM, John William Cox <rv10pro(at)gmail.com

>>     <mailto:rv10pro(at)gmail.com>> wrote:

>>

>>     

>>     A wise list of components on the build and fuel burn sounds right.

>>

>>     Have you balanced your injectuon jets?  Do you cruise Lean of Peak?

>>

>>     Did you use bonaco brake fluid libes and avoid Nylaflow?

>>

>>     John Cox

>>

>>     On Sun, Oct 3, 2021, 20:37 Robert Jones <rjones560xl(at)gmail.com

>>     <mailto:rjones560xl(at)gmail.com>> wrote:

>>

>>         

>>         <rjones560xl(at)gmail.com <mailto:rjones560xl(at)gmail.com>>

>>

>>         I completed N810RK about a year and a half ago. It was a slow

>>         build kit with lots of mods and I built my own IFR panel with

>>         3 Dynon HDX screens and a Garmin 650. I was curious about

>>         performance in the community. I have a Barrett engine with

>>         cold air induction and a Showplanes cowl. I usually run it at

>>         19 inches and 2300 rpm which I can hold up to 13,000  I get

>>         about 160 TAS down low and about 175 TAS at 13,000. This

>>         takes about 12.3 Gal/hr at 50 rich of peak. Does this sound

>>         about average for most of you?

>>

>>         Robert Jones

>>         ===========

>>         -List" rel="noreferrer noreferrer"

>>         target="_blank">http://www.matronics.com/Navigator?RV10-List

>>         <http://www.matronics.com/Navigator?RV10-List>

>>         ===========

>>         FORUMS -

>>         eferrer noreferrer"

>>         target="_blank">http://forums.matronics.com

>>         <http://forums.matronics.com>

>>         ===========

>>         WIKI -

>>         errer noreferrer" target="_blank">http://wiki.matronics.com

>>         <http://wiki.matronics.com>

>>         ===========

>>         b Site -

>>                   -Matt Dralle, List Admin.

>>         rel="noreferrer noreferrer"

>>         target="_blank">http://www.matronics.com/contribution

>>         <http://www.matronics.com/contribution>

>>         ===========

>>

>>

>>

> John Cox

_________________
Kelly McMullen
A&P/IA, EAA Tech Counselor # 5286
KCHD

Bob Turner

Joined: 03 Jan 2009
Posts: 885
Location: Castro Valley, CA

Posted: Mon Oct 04, 2021 2:56 pm Post subject: Re: RV10 Performance

Kelly,

I think you may have dropped a zero, e.g., went to 0.0005" smaller (5 ten-thousandths).



Once you get all cylinders peaking at the same time, the smoothness on the lean side of peak is amazing. I can slowly pull the mixture out until there is no power being generated. But the engine sounds smooth the whole time.

_________________
Bob Turner
RV-10 QB

Kellym

Joined: 10 Jan 2006
Posts: 1705
Location: Sun Lakes AZ

Posted: Mon Oct 04, 2021 4:17 pm Post subject: RV10 Performance

I'm sure you are correct on the digit.



On 10/4/2021 3:56 PM, Bob Turner wrote:

 	  Quote: 	
		   

 

 Kelly,

 I think you may have dropped a zero, e.g., went to 0.0005" smaller (5 ten-thousandths).

 

 Once you get all cylinders peaking at the same time, the smoothness on the lean side of peak is amazing. I can slowly pull the mixture out until there is no power being generated. But the engine sounds smooth the whole time.

 

 --------

 Bob Turner

 RV-10 QB

 

 

 

 

 Read this topic online here:

 

 http://forums.matronics.com/viewtopic.php?p=503404#503404

_________________
Kelly McMullen
A&P/IA, EAA Tech Counselor # 5286
KCHD

[email protected]

Joined: 29 Jul 2015
Posts: 64
Location: Las Vegas, NV

Posted: Mon Oct 04, 2021 6:38 pm Post subject: RV10 Performance

Thanks for the information. I think I will try that first. Barrett matched the injectors to all flow the same, so that may not do any good. It depends on how close they are. The other part of the equation is airflow. Getting the exact amount of air into each cylinder is probably not possible, so adjusting fuel flow to match the air flow available is probably the only way to do it. 



When I try to run lean of peak the engine starts missing some. Probably because my #2 cylinder is just too lean when the others get where they should be. 



Robert Jones



 	  Quote: 	
		   On Oct 4, 2021, at 3:33 PM, Kelly McMullen <kellym(at)aviating.com> wrote:

 

 

 

 I found it useful to swap my richest injectors with the leanest first. After doing that a couple times, I found my #3&4 were consistently the richest. So I ordered 2 restrictors from Airflow that were 0.005 lower flow size, which got me within the desired 0.5 gph from richest to leanest peak. All of my EGTs run very close now, although I still get a very minor roughness when I go LOP. I have thought about trying on notch leaner yet on those two cylinders, new spark plugs and possibly an electronic replacement for one of my mags.

 Kelly

 

> On 10/4/2021 1:24 PM, Robert Jones wrote:

> Thanks for the tip on Airflow Performance. I have a FM 300 throttle body, but I did not know they tuned injectors.

> I used 782 for my brake fluid.

> Robert Jones

>>> On Oct 4, 2021, at 1:19 PM, John William Cox <rv10pro(at)gmail.com> wrote:

>> 

>> 

>> Did you upgrade brake fluid to Royco 782.  Big reason notvto use 5606.

>> 

>> Your potential fuel burn sounds right.  Gami are pros on Continental.  Consider Airflow Performance of Spartanburg, South Carolina for Lycoming.

>> 

>>> On Mon, Oct 4, 2021, 09:55 Robert Jones <rjones560xl(at)gmail.com <mailto:rjones560xl(at)gmail.com>> wrote:

>> 

>>    I am going to gather some data for GAMI to see if they can improve

>>    how even my EGT’s peak. My number 2 cylinder peaks ahead of the

>>    other 5, which are quite even. I have not been running lean of

>>    peak because of that.   I think I could get my cruise fuel flow

>>    down to about 10 gal/ hr if I got my injectors tuned better. Time

>>    will tell.

>> 

>>    I used real brake lines made up by All Hoses just down the street.

>>    I thought the Vans supplied hoses were junk.  A friend of mine has

>>    a custom brake fluid reservoir with a float switch in it. If I can

>>    get him to build me one I am going to hook it up to a general

>>    purpose wire on the EMS and build an icon for the Dynon EMS screen

>>    to display low brake fluid.

>> 

>>    I use my middle screen to display engine instruments at 100% in

>>    normal mode the numbers on a lot of instruments were awfully small

>>    and I got a friend of mine to modify the file to increase the size

>>    of the numbers on a few of them. He was so successful that I am

>>    going to have him increase the size of the numbers on the CHT’s

>>    and EGT’s and post the file here.

>> 

>>    Robert Jones

>> 

>>>    On Oct 4, 2021, at 12:26 AM, John William Cox <rv10pro(at)gmail.com

>>>    <mailto:rv10pro(at)gmail.com>> wrote:

>>> 

>>>    

>>>    A wise list of components on the build and fuel burn sounds right.

>>> 

>>>    Have you balanced your injectuon jets?  Do you cruise Lean of Peak?

>>> 

>>>    Did you use bonaco brake fluid libes and avoid Nylaflow?

>>> 

>>>    John Cox

>>> 

>>>    On Sun, Oct 3, 2021, 20:37 Robert Jones <rjones560xl(at)gmail.com

>>>    <mailto:rjones560xl(at)gmail.com>> wrote:

>>> 

>>>        

>>>        <rjones560xl(at)gmail.com <mailto:rjones560xl(at)gmail.com>>

>>> 

>>>        I completed N810RK about a year and a half ago. It was a slow

>>>        build kit with lots of mods and I built my own IFR panel with

>>>        3 Dynon HDX screens and a Garmin 650. I was curious about

>>>        performance in the community. I have a Barrett engine with

>>>        cold air induction and a Showplanes cowl. I usually run it at

>>>        19 inches and 2300 rpm which I can hold up to 13,000  I get

>>>        about 160 TAS down low and about 175 TAS at 13,000. This

>>>        takes about 12.3 Gal/hr at 50 rich of peak. Does this sound

>>>        about average for most of you?

>>> 

>>>        Robert Jones

>>>        ===========

>>>        -List" rel="noreferrer noreferrer"

>>>        target="_blank">http://www.matronics.com/Navigator?RV10-List

>>>        <http://www.matronics.com/Navigator?RV10-List>

>>>        ===========

>>>        FORUMS -

>>>        eferrer noreferrer"

>>>        target="_blank">http://forums.matronics.com

>>>        <http://forums.matronics.com>

>>>        ===========

>>>        WIKI -

>>>        errer noreferrer" target="_blank">http://wiki.matronics.com

>>>        <http://wiki.matronics.com>

>>>        ===========

>>>        b Site -

>>>                  -Matt Dralle, List Admin.

>>>        rel="noreferrer noreferrer"

>>>        target="_blank">http://www.matronics.com/contribution

>>>        <http://www.matronics.com/contribution>

>>>        ===========

>>> 

>>> 

>>> 

>> John Cox

_________________
Robert J Jones
702-521-1840

Kellym

Joined: 10 Jan 2006
Posts: 1705
Location: Sun Lakes AZ

Posted: Mon Oct 04, 2021 6:46 pm Post subject: RV10 Performance

Right. I would expect they probably flow matched the cylinders as well. 

I would inspect and clean the #2 injector, then swap it with the #4 

injector. That will tell you whether it is the injector or something 

else. If #4 becomes lean you know it is that injector. If #2 remains 

lean then either one of the lifters on that cylinder is not operating to 

spec, or there is an air leak somewhere.



On 10/4/2021 7:38 PM, Robert Jones wrote:

 	  Quote: 	
		   

 

 Thanks for the information. I think I will try that first. Barrett matched the injectors to all flow the same, so that may not do any good. It depends on how close they are. The other part of the equation is airflow. Getting the exact amount of air into each cylinder is probably not possible, so adjusting fuel flow to match the air flow available is probably the only way to do it.

 

 When I try to run lean of peak the engine starts missing some. Probably because my #2 cylinder is just too lean when the others get where they should be.

 

 Robert Jones

 

> On Oct 4, 2021, at 3:33 PM, Kelly McMullen <kellym(at)aviating.com> wrote:

>

> 

>

> I found it useful to swap my richest injectors with the leanest first. After doing that a couple times, I found my #3&4 were consistently the richest. So I ordered 2 restrictors from Airflow that were 0.005 lower flow size, which got me within the desired 0.5 gph from richest to leanest peak. All of my EGTs run very close now, although I still get a very minor roughness when I go LOP. I have thought about trying on notch leaner yet on those two cylinders, new spark plugs and possibly an electronic replacement for one of my mags.

> Kelly

>

>> On 10/4/2021 1:24 PM, Robert Jones wrote:

>> Thanks for the tip on Airflow Performance. I have a FM 300 throttle body, but I did not know they tuned injectors.

>> I used 782 for my brake fluid.

>> Robert Jones

>>>> On Oct 4, 2021, at 1:19 PM, John William Cox <rv10pro(at)gmail.com> wrote:

>>>

>>> 

>>> Did you upgrade brake fluid to Royco 782.  Big reason notvto use 5606.

>>>

>>> Your potential fuel burn sounds right.  Gami are pros on Continental.  Consider Airflow Performance of Spartanburg, South Carolina for Lycoming.

>>>

>>>> On Mon, Oct 4, 2021, 09:55 Robert Jones <rjones560xl(at)gmail.com <mailto:rjones560xl(at)gmail.com>> wrote:

>>>

>>>     I am going to gather some data for GAMI to see if they can improve

>>>     how even my EGT’s peak. My number 2 cylinder peaks ahead of the

>>>     other 5, which are quite even. I have not been running lean of

>>>     peak because of that.   I think I could get my cruise fuel flow

>>>     down to about 10 gal/ hr if I got my injectors tuned better. Time

>>>     will tell.

>>>

>>>     I used real brake lines made up by All Hoses just down the street.

>>>     I thought the Vans supplied hoses were junk.  A friend of mine has

>>>     a custom brake fluid reservoir with a float switch in it. If I can

>>>     get him to build me one I am going to hook it up to a general

>>>     purpose wire on the EMS and build an icon for the Dynon EMS screen

>>>     to display low brake fluid.

>>>

>>>     I use my middle screen to display engine instruments at 100% in

>>>     normal mode the numbers on a lot of instruments were awfully small

>>>     and I got a friend of mine to modify the file to increase the size

>>>     of the numbers on a few of them. He was so successful that I am

>>>     going to have him increase the size of the numbers on the CHT’s

>>>     and EGT’s and post the file here.

>>>

>>>     Robert Jones

>>>

>>>>     On Oct 4, 2021, at 12:26 AM, John William Cox <rv10pro(at)gmail.com

>>>>     <mailto:rv10pro(at)gmail.com>> wrote:

>>>>

>>>>     

>>>>     A wise list of components on the build and fuel burn sounds right.

>>>>

>>>>     Have you balanced your injectuon jets?  Do you cruise Lean of Peak?

>>>>

>>>>     Did you use bonaco brake fluid libes and avoid Nylaflow?

>>>>

>>>>     John Cox

>>>>

>>>>     On Sun, Oct 3, 2021, 20:37 Robert Jones <rjones560xl(at)gmail.com

>>>>     <mailto:rjones560xl(at)gmail.com>> wrote:

>>>>

>>>>         

>>>>         <rjones560xl(at)gmail.com <mailto:rjones560xl(at)gmail.com>>

>>>>

>>>>         I completed N810RK about a year and a half ago. It was a slow

>>>>         build kit with lots of mods and I built my own IFR panel with

>>>>         3 Dynon HDX screens and a Garmin 650. I was curious about

>>>>         performance in the community. I have a Barrett engine with

>>>>         cold air induction and a Showplanes cowl. I usually run it at

>>>>         19 inches and 2300 rpm which I can hold up to 13,000  I get

>>>>         about 160 TAS down low and about 175 TAS at 13,000. This

>>>>         takes about 12.3 Gal/hr at 50 rich of peak. Does this sound

>>>>         about average for most of you?

>>>>

>>>>         Robert Jones

>>>>         ===========

>>>>         -List" rel="noreferrer noreferrer"

>>>>         target="_blank">http://www.matronics.com/Navigator?RV10-List

>>>>         <http://www.matronics.com/Navigator?RV10-List>

>>>>         ===========

>>>>         FORUMS -

>>>>         eferrer noreferrer"

>>>>         target="_blank">http://forums.matronics.com

>>>>         <http://forums.matronics.com>

>>>>         ===========

>>>>         WIKI -

>>>>         errer noreferrer" target="_blank">http://wiki.matronics.com

>>>>         <http://wiki.matronics.com>

>>>>         ===========

>>>>         b Site -

>>>>                   -Matt Dralle, List Admin.

>>>>         rel="noreferrer noreferrer"

>>>>         target="_blank">http://www.matronics.com/contribution

>>>>         <http://www.matronics.com/contribution>

>>>>         ===========

>>>>

>>>>

>>>>

>>> John Cox

>

_________________
Kelly McMullen
A&P/IA, EAA Tech Counselor # 5286
KCHD

[email protected]

Joined: 29 Jul 2015
Posts: 64
Location: Las Vegas, NV

Posted: Mon Oct 04, 2021 6:52 pm Post subject: RV10 Performance

Thanks. I think I will call them. I need to make sure my Dynon EMS is set for high resolution and harvest some data first. 



Robert Jones



 	  Quote: 	
		  On Oct 4, 2021, at 2:57 PM, Alan Mekler MD <amekler(at)metrocast.net> wrote:



I had no luck with gamiAirflow performance was great

Highly recommend 



Sent from my iPhone



 	  Quote: 	
		  On Oct 4, 2021, at 4:21 PM, John William Cox <rv10pro(at)gmail.com> wrote:



Did you upgrade brake fluid to Royco 782.  Big reason notvto use 5606.



Your potential fuel burn sounds right.  Gami are pros on Continental.  Consider Airflow Performance of Spartanburg, South Carolina for Lycoming.

On Mon, Oct 4, 2021, 09:55 Robert Jones <rjones560xl(at)gmail.com (rjones560xl(at)gmail.com)> wrote:



 	  Quote: 	
		  I am going to gather some data for GAMI to see if they can improve how even my EGT’s peak. My number 2 cylinder peaks ahead of the other 5, which are quite even. I have not been running lean of peak because of that. � I think I could get my cruise fuel flow down to about 10 gal/ hr if I got my injectors tuned better. Time will tell. 



I used real brake lines made up by All Hoses just down the street. I thought the Vans supplied hoses were junk.  A friend of mine has a custom brake fluid reservoir with a float switch in it. If I can get him to build me one I am going to hook it up to a general purpose wire on the EMS and build an icon for the Dynon EMS screen to display low brake fluid.  

I use my middle screen to display engine instruments at 100% in normal mode the numbers on a lot of instruments were awfully small and I got a friend of mine to modify the file to increase the size of the numbers on a few of them. He was so successful that I am going to have him increase the size of the numbers on the CHT’s and EGT’s and post the file here. 



Robert Jones



 	  Quote: 	
		  On Oct 4, 2021, at 12:26 AM, John William Cox <rv10pro(at)gmail.com (rv10pro(at)gmail.com)> wrote:



A wise list of components on the build and fuel burn sounds right.



Have you balanced your injectuon jets?  Do you cruise Lean of Peak?

Did you use bonaco brake fluid libes and avoid Nylaflow?



John Cox



On Sun, Oct 3, 2021, 20:37 Robert Jones <rjones560xl(at)gmail.com (rjones560xl(at)gmail.com)> wrote:



 	  Quote: 	
		  --> RV10-List message posted by: Robert Jones <rjones560xl(at)gmail.com (rjones560xl(at)gmail.com)>

 

 I completed N810RK about a year and a half ago. It was a slow build kit with lots of mods and I built my own IFR panel with 3 Dynon HDX screens and a Garmin 650. I was curious about performance in the community. I have a Barrett engine with cold air induction and a Showplanes cowl. I usually run it at 19 inches and 2300 rpm which I can hold up to 13,000  I get about 160 TAS down low and about 175 TAS at 13,000. This takes about 12.3 Gal/hr at 50 rich of peak. Does this sound about average for most of you?  

 

 Robert Jones

 ===========

 -List" rel="noreferrer noreferrer" target="_blank">http://www.matronics.com/Navigator?RV10-List

 ===========

  FORUMS -

 eferrer noreferrer" target="_blank">http://forums.matronics.com

 ===========

 WIKI -

 errer noreferrer" target="_blank">http://wiki.matronics.com

 ===========

 b Site -

           -Matt Dralle, List Admin.

 rel="noreferrer noreferrer" target="_blank">http://www.matronics.com/contribution

 ===========

 

 

 

 	


 

	




	


John Cox

_________________
Robert J Jones
702-521-1840

[email protected]

Joined: 29 Jul 2015
Posts: 64
Location: Las Vegas, NV

Posted: Mon Oct 04, 2021 6:54 pm Post subject: RV10 Performance

OF COURSE. I should have thought of that. Now your post makes perfect sense to me. 



Robert Jones



 	  Quote: 	
		  On Oct 4, 2021, at 2:52 PM, David Saylor <saylor.dave(at)gmail.com> wrote:



Sorry, it means wide open throttle.



On Mon, Oct 4, 2021 at 1:56 PM Robert Jones <rjones560xl(at)gmail.com (rjones560xl(at)gmail.com)> wrote:



 	  Quote: 	
		  Could you define WOT for me. Even considering typos I can’t figure out what that stands for so I obviously need some education on this. 



Robert Jones



 	  Quote: 	
		  On Oct 3, 2021, at 9:36 PM, David Saylor <saylor.dave(at)gmail.com (saylor.dave(at)gmail.com)> wrote:



For flights of any length I generally run WOT and gradually reduce RPM as I climb.  2150 seems like a nice cruise RPM. I like to cruise between 8000-12000 feet.  I run LOP around 10GPH at 165KTAS. Power is around 55%.



Quick note a bit off topic:  My wife and I just ran the 57th Annual Hayward Air Rally.� She's the pilot for it; I sit right seat and do some chores and odd jobs.

This year we took first place in our class, the score being based on estimated time and estimated fuel over two legs totaling about 500NM.  There are human timers and calibrated fuel trucks and  forms in triplicate...it's quite precise.

We managed our time to a three second cumulative error, and 0.84 gallons of fuel.  Best overall had zero time error and 0.4 gallons.  We "get to" run in their class next year.

If anyone is West Coast based and wants to try some really challenging flying, please take a look at the Hayward Air Rally website or PM me.  It's a hoot, lots of great folks, and a nice variation on the $100 hamburger.

--Dave Saylor

N921AC

2100 AFTT

Flying since 2007

On Sun, Oct 3, 2021 at 8:38 PM Robert Jones <rjones560xl(at)gmail.com (rjones560xl(at)gmail.com)> wrote:



 	  Quote: 	
		  --> RV10-List message posted by: Robert Jones <rjones560xl(at)gmail.com (rjones560xl(at)gmail.com)>

 

 I completed N810RK about a year and a half ago. It was a slow build kit with lots of mods and I built my own IFR panel with 3 Dynon HDX screens and a Garmin 650. I was curious about performance in the community. I have a Barrett engine with cold air induction and a Showplanes cowl. I usually run it at 19 inches and 2300 rpm which I can hold up to 13,000  I get about 160 TAS down low and about 175 TAS at 13,000. This takes about 12.3 Gal/hr at 50 rich of peak. Does this sound about average for most of you?  

 

 Robert Jones

 ===========

 -List" rel="noreferrer" target="_blank">http://www.matronics.com/Navigator?RV10-List

 ===========

  FORUMS -

 eferrer" target="_blank">http://forums.matronics.com

 ===========

 WIKI -

 errer" target="_blank">http://wiki.matronics.com

 ===========

 b Site -

           -Matt Dralle, List Admin.

 rel="noreferrer" target="_blank">http://www.matronics.com/contribution

 ===========

_________________
Robert J Jones
702-521-1840

dmasys2(at)gmail.com
Guest

Posted: Mon Oct 04, 2021 7:36 pm Post subject: RV10 Performance

In spite of GAMI injectors and reasonably matched flows my -10 was never really happy running LOP until I swapped a mag for a Surefly electronic ignition.  Made all the difference.



Just one plane's story,

-Dan Masys

On Mon, Oct 4, 2021 at 7:43 PM Robert Jones <rjones560xl(at)gmail.com (rjones560xl(at)gmail.com)> wrote:



 	  Quote: 	
		  --> RV10-List message posted by: Robert Jones <rjones560xl(at)gmail.com (rjones560xl(at)gmail.com)>

 

 Thanks for the information. I think I will try that first. Barrett matched the injectors to all flow the same, so that may not do any good. It depends on how close they are. The other part of the equation is airflow. Getting the exact amount of air into each cylinder is probably not possible, so adjusting fuel flow to match the air flow available is probably the only way to do it. 

 

 When I try to run lean of peak the engine starts missing some. Probably because my #2 cylinder is just too lean when the others get where they should be. 

 

 Robert Jones

Bob Turner

Joined: 03 Jan 2009
Posts: 885
Location: Castro Valley, CA

Posted: Mon Oct 04, 2021 8:22 pm Post subject: Re: RV10 Performance

As mentioned above, after using AirFlow apertures to balance the cylinders my IO540 runs smoothly at any LOP mixture, all the way down to zero power/no fuel. I didn’t mention, this is with a pair of Slick mags.

_________________
Bob Turner
RV-10 QB

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