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Phase I is now completed! There is 52 hours on the airframe and 47 on the engine. Minor adjustments and squawks have been addressed. A small wedge was installed on the rudder. The left inboard aileron hinge was lowered by 1/16" to address left wing heavy. The OAT was moved from the right air vent to the right outboard lower wing skin behind the last inspection panel. The GAMI spread has been tightened up by replacing three injector restrictor jets. Cylinder number 2 was changed to .0285 and numbers 3 and 4 were changed to .0275. The remaining oare .028 stock restrictors. The GAMI spread is now .2 GPH. Aircraft performance is better than Vans book values. Max cruise at 75% power TAS at 7000 ft. is 175 KTS @ 16 GPH ROP and 11.5 GPH LOP. Cruise at 65% power TAS is 162 KTS @ 14.5 GPH ROP and 10.3 GPH LOP. Oil burn rate is still a little high 1 Qt. per 10 hours, which continues to decrease with time. The CHTs have come down substantially. Number 5 is still the hottest, and on hot days will hit 400 degrees in the climb if left at full power. Changing to 15W50 Semi-sythetic oil should reduce both the CHT and oil burn rates.

We are testing a new release of the Garmin G3X software, which addresses a lock up of the displays under certain conditions. This is the third release Garmin has provided to address this and a couple of other issues. The beta version installed to date is 9.33. Vertical power has enlisted us to test the latest release of thier software to address multiple position flap speed selection and the unique settings of the RV-10 in the negative cruise position.

This will be the last entry in this Kitlog document. All other entries will be contained in the airframe and engine log books of the aircraft

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