RV10-Archive.digest.vol-bx
January 02, 2007 - January 15, 2007
cost of components for the brake lines so I haven't set the price for
them.
I am putting this out to the list to gauge interest. I have most of
the pieces of the puzzle in place to begin selling them. I just need to
hear from you builders as to whether there is interest.
________________________________________________________________________________
| From: | cloudvalley(at)comcast.net |
| Subject: | Re: New Design Brake Pedals and Stainless Brake Lines |
________________________________________________________________________________
| From: | "Albert Gardner" <ibspud(at)adelphia.net> |
| Subject: | New Design Brake Pedals and Stainless Brake Lines |
Dave-I'm interested but the pictures don't show details very well. Do you
have any others that show details better?
Albert Gardner
Yuma, AZ
-----Original Message-----
From: owner-rv10-list-server(at)matronics.com
[mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Dave Hertner
Sent: Tuesday, January 02, 2007 9:19 AM
Subject: RV10-List: New Design Brake Pedals and Stainless Brake Lines
RV-10 Listers,
I have just completed my newly designed Brake Pedals and Teflon-cored
braided stainless steel brake line system. I am considering offering this
package up for sale.
________________________________________________________________________________
| From: | MauleDriver <MauleDriver(at)nc.rr.com> |
| Subject: | My experience with backrivet sets |
I've been using the backrivet set from ATS and getting acceptable
results. However, I recently had my first opportunity to use a 12" long
backrivet from Cleaveland and discovered that it was easier to get good
results.
The ATS has a thick plastic collar that I had to grind a flat spot on in
order to get squarely on the J stiffener rivets. I've hit it twice more
with the grinder to ease access on other rivets.
The ATS also has a convex face on the set. I found that unless the set
was well centered and straight, it was easy to get tilted, concave shop
heads.
The Cleaveland 12" tool (or whoever's tool they distribute) has a thin
plastic collar and I found it fit the J stiffeners very nicely. The face
of the set is flatter and it's easier to get square, flat shop heads. I
just ordered their normal length backrivet set and understand it is
setup the same as the 12".
Just sharing the experience.
Bill (backriveting the tailcone & trying to finish those elevators) Watson
________________________________________________________________________________
| From: | <ricksked(at)earthlink.net> |
| Subject: | Re: My experience with backrivet sets |
That same set is great for backriveting your top wing skins on with as
well....put the bucking bar on the rivet head and set the rivet using the
12" set from inside the wing. It took us about an hour and a half to do all
of the top skins after placing the rivets and taping half of them in,
removing clecos and repeating. Used the 3lb dumbell looking bucking bar from
Cleavland. Not a blemish one on the top skins.
Rick S.
40185
----- Original Message -----
From: "MauleDriver" <MauleDriver(at)nc.rr.com>
Sent: Tuesday, January 02, 2007 11:42 AM
Subject: RV10-List: My experience with backrivet sets
>
> I've been using the backrivet set from ATS and getting acceptable results.
> However, I recently had my first opportunity to use a 12" long backrivet
> from Cleaveland and discovered that it was easier to get good results.
>
> The ATS has a thick plastic collar that I had to grind a flat spot on in
> order to get squarely on the J stiffener rivets. I've hit it twice more
> with the grinder to ease access on other rivets.
>
> The ATS also has a convex face on the set. I found that unless the set
> was well centered and straight, it was easy to get tilted, concave shop
> heads.
>
> The Cleaveland 12" tool (or whoever's tool they distribute) has a thin
> plastic collar and I found it fit the J stiffeners very nicely. The face
> of the set is flatter and it's easier to get square, flat shop heads. I
> just ordered their normal length backrivet set and understand it is setup
> the same as the 12".
>
> Just sharing the experience.
>
> Bill (backriveting the tailcone & trying to finish those elevators) Watson
>
>
>
________________________________________________________________________________
| From: | "Mike Lauritsen - Work" <mike(at)cleavelandtool.com> |
| Subject: | Re: New Design Brake Pedals and Stainless Brake Lines |
I put the full size photos on our website at:
www.cleavelandtool.com/filecab/brakes.htm
On 1/2/07, Albert Gardner wrote:
>
> Dave-I'm interested but the pictures don't show details very well. Do you
> have any others that show details better?
>
> Albert Gardner
>
> Yuma , AZ
>
>
> -----Original Message-----
> *From:* owner-rv10-list-server(at)matronics.com [mailto:
> owner-rv10-list-server(at)matronics.com] *On Behalf Of *Dave Hertner
> *Sent:* Tuesday, January 02, 2007 9:19 AM
> *To:* RV10-List(at)matronics.com
> *Subject:* RV10-List: New Design Brake Pedals and Stainless Brake Lines
>
> RV-10 Listers,
>
>
> I have just completed my newly designed Brake Pedals and Teflon-cored
> braided stainless steel brake line system. I am considering offering this
> package up for sale.
>
>
> *
>
>
> http://www.matronics.com/Navigator?RV10-List
> http://forums.matronics.com
>
> *
>
>
--
Mike Lauritsen
Cleaveland Aircraft Tool
515-432-6794
www.cleavelandtool.com
________________________________________________________________________________
| From: | "Mike Lauritsen - Work" <mike(at)cleavelandtool.com> |
| Subject: | Re: My experience with backrivet sets |
Thanks again Bill for the kind words.
We designed and manufacture our own. We find it works better in a variety
of areas. The thin collars occasionally fracture, but it is worth the risk,
and we have replacements if that happens. Originally we made the collars
out of aluminum. We had complaints that it marked the back side up.
Although this is not really a problem functionally we switched to the delrin
material.
Mike
--
Mike Lauritsen
Cleaveland Aircraft Tool
515-432-6794
www.cleavelandtool.com
On 1/2/07, MauleDriver wrote:
>
>
> I've been using the backrivet set from ATS and getting acceptable
> results. However, I recently had my first opportunity to use a 12" long
> backrivet from Cleaveland and discovered that it was easier to get good
> results.
>
> The ATS has a thick plastic collar that I had to grind a flat spot on in
> order to get squarely on the J stiffener rivets. I've hit it twice more
> with the grinder to ease access on other rivets.
>
> The ATS also has a convex face on the set. I found that unless the set
> was well centered and straight, it was easy to get tilted, concave shop
> heads.
>
> The Cleaveland 12" tool (or whoever's tool they distribute) has a thin
> plastic collar and I found it fit the J stiffeners very nicely. The face
> of the set is flatter and it's easier to get square, flat shop heads. I
> just ordered their normal length backrivet set and understand it is
> setup the same as the 12".
>
> Just sharing the experience.
>
> Bill (backriveting the tailcone & trying to finish those elevators) Watson
>
>
________________________________________________________________________________
| From: | "Paul Grimstad" <bldgrv10450(at)comcast.net> |
| Subject: | Re: New Design Brake Pedals and Stainless Brake Lines |
Dave
I am interested in your pedal design and the break line plumbing work.
Does Matco advise and approve the inverted master cylinders? Is there a
greater chance for leakage? Have you considered the weight change from
the original design? Questions, questions, I know. Thanks for putting
your effort into this design change. I have not liked the rudder pedal
design from the beginning and agree with you 100% that it needs
improvement.
Paul Grimstad
RV10 40450 fuselage
Portland, OR 97219
----- Original Message -----
From: Dave Hertner
To: RV10-List(at)matronics.com
Sent: Tuesday, January 02, 2007 8:18 AM
Subject: RV10-List: New Design Brake Pedals and Stainless Brake Lines
RV-10 Listers,
I have just completed my newly designed Brake Pedals and
Teflon-cored braided stainless steel brake line system. I am considering
offering this package up for sale.
Brake Pedals
I designed the brake pedals to eliminate a problem a number of RV
pilots have shared with me. When coming in for a landing with a
crosswind it is very easy to be applying the brake simultaneously with
moderate rudder inputs. This leads to higher tire wear due to the
application of brake at touchdown. In extreme cases the aircraft could
veer unexpectedly upon touchdown.
My design allows room for your toe and provides a separate pedal
tread for rudder only application. When you are applying rudder the
brake pedal is depressed OFF. You simply move your foot upward, placing
your toe on the upper tread and the heal of your foot on the lower tread
to apply the brakes.
The brake pedal chassis are constructed from stainless steel so
that there will be no di-electric issues in an area that sees moisture.
The tabs are TIG welded and the assembly is screwed together using
stainless steel hardware. The pedal treads are high quality rubber units
that come from an automotive supplier.
I have designed these brake pedals to exactly fit in place of
Van's pedals and they align at the top when the bottom of the rudder
hoops are aligned at the bottom. 3 bolts out, 3 bolts in. All you have
to do is place the appropriate washers for proper spacing.
Teflon-cored Braided Stainless Steel Brake Line System
I also developed an upgrade to the Plastic brake line system that
Vans provides with the kit. I have replaced the entire brake line system
from the reservoir to the Matco Parking brake interface with the
aluminium lines on the firewall.
In this installation I have inverted the Matco master cylinders.
This allows for a much neater installation and less clutter between your
feet.
I developed this system for a couple of reasons. First, I heard
that there were some leakage issues with the plastic lines as well as
some sponginess over time that has been attributed to the rubber lined
braided hoses that Van's supplies.
Secondly, there is aesthetics. I couldn't get over the fact that I
am building an aircraft valued over $200,000 that has the same brake
lines that are supplied with many ultralight kits. The footwell looks
much more professional and much less cluttered.
There are 3 photos below showing the entire system installed in my
RV-10. I anticipate that the brake pedals are going to sell for $175.00
for one side and $300.00 for both sides. I have yet to receive the total
cost of components for the brake lines so I haven't set the price for
them.
I am putting this out to the list to gauge interest. I have most
of the pieces of the puzzle in place to begin selling them. I just need
to hear from you builders as to whether there is interest.
________________________________________________________________________________
| From: | Eric Panning <ericmpmail-rv10(at)yahoo.com> |
| Subject: | Re: ELT? 406 vs 121.5 |
The 406 ELT's provide more precise position
information to satellites, with a 2 mile dia search
area vs ~ 12 miles for 121.5. They also transmit a
unique code that can be looked up in a database and
show contact info, etc. The GPS 406 systems offer a
less than 0.5 nm radius as they transmit position as
well.
False error rate for 121.5 is ~ 97%, with 94% turned
on at airports. Because the potential search radius is
so large, and the signal is anonymous, lot's of
resources can be spent looking for potential downed
planes (that end up tied down at the airport).
With 406, they can call your contact info, or call the
tower and ask if your N number is on the field, or
just departed, etc. This makes it much more likely
that you will get an emergency response that makes a
difference.
As an example, what if you were flying and crashed 10
miles away before you could get a mayday out? With a
406 beacon, then would start calling contact info,
home field, etc. If they called the field, and they
said you just left and could not raise you - then the
calvary could be sent out faster looking for you (and
have a good idea where to start).
Same situation with 121.5, you crashed close enough to
the airport that they might assume you are another of
the 97% false alarms and not do anything initially
other than call the tower (who would ask local traffic
to check their ELT and see if they hear 121.5).
I'm not sure how many successful rescues, or even if
faster would make much of a difference. But if faster
closure is reached with family and friends than I
think it is worth it.
http://www.acc.af.mil/shared/media/document/AFD-060405-037.doc
If you are traveling over water, or remote areas, a
personal ELT is not a bad investment. This one is less
than 700 bucks and is 406 + GPS, all in a small, water
proof case. Bring it with you while hiking, biking,
kayaking, climbing, etc. I have an older 121.5
personal ELT but am considering upgrading.
http://www.westmarine.com/webapp/wcs/stores/servlet/producte/10001/-1/10001/136072/0/0/406%20ELT/All_2/mode+matchallpartial/0/0
Happy Holidays,
Eric
40150. Fuselage kit moving slowly, but I've started on
my IFR ticket...
--- rv10builder wrote:
>
>
> While we're on the subject, is there any real
> compelling reason to
> install a 406Mhz ELT (other than the obvious
> COSPAS-SARSAT discontinued
> service in 02/09?). I don't recall ever hearing of
> a GA aircraft being
> located with the assistance of satellites, and I'm
> not clear if this is
> a mandate. One other question...is one mfg. of ELT
> considered "trash"
> whereas another as "treasure"?
>
> Brian
> #40308
________________________________________________________________________________
| From: | David Maib <dmaib(at)mac.com> |
| Subject: | Re: New Design Brake Pedals and Stainless Brake Lines |
I would be interested.
David Maib
#40559
On Jan 2, 2007, at 10:18 AM, Dave Hertner wrote:
RV-10 Listers,
I have just completed my newly designed Brake Pedals and Teflon-
cored braided stainless steel brake line system. I am considering
offering this package up for sale.
Brake Pedals
I designed the brake pedals to eliminate a problem a number of
RV pilots have shared with me. When coming in for a landing with a
crosswind it is very easy to be applying the brake simultaneously
with moderate rudder inputs. This leads to higher tire wear due to
the application of brake at touchdown. In extreme cases the aircraft
could veer unexpectedly upon touchdown.
My design allows room for your toe and provides a separate pedal
tread for rudder only application. When you are applying rudder the
brake pedal is depressed OFF. You simply move your foot upward,
placing your toe on the upper tread and the heal of your foot on the
lower tread to apply the brakes.
The brake pedal chassis are constructed from stainless steel so
that there will be no di-electric issues in an area that sees
moisture. The tabs are TIG welded and the assembly is screwed
together using stainless steel hardware. The pedal treads are high
quality rubber units that come from an automotive supplier.
I have designed these brake pedals to exactly fit in place of
Van's pedals and they align at the top when the bottom of the rudder
hoops are aligned at the bottom. 3 bolts out, 3 bolts in. All you
have to do is place the appropriate washers for proper spacing.
Teflon-cored Braided Stainless Steel Brake Line System
I also developed an upgrade to the Plastic brake line system
that Vans provides with the kit. I have replaced the entire brake
line system from the reservoir to the Matco Parking brake interface
with the aluminium lines on the firewall.
In this installation I have inverted the Matco master cylinders.
This allows for a much neater installation and less clutter between
your feet.
I developed this system for a couple of reasons. First, I heard
that there were some leakage issues with the plastic lines as well as
some sponginess over time that has been attributed to the rubber
lined braided hoses that Van's supplies.
Secondly, there is aesthetics. I couldn't get over the fact that
I am building an aircraft valued over $200,000 that has the same
brake lines that are supplied with many ultralight kits. The footwell
looks much more professional and much less cluttered.
There are 3 photos below showing the entire system installed in
my RV-10. I anticipate that the brake pedals are going to sell for
$175.00 for one side and $300.00 for both sides. I have yet to
receive the total cost of components for the brake lines so I haven't
set the price for them.
I am putting this out to the list to gauge interest. I have most
of the pieces of the puzzle in place to begin selling them. I just
need to hear from you builders as to whether there is interest.
<004701c72e89$b55ff330$6501a8c0>
<004801c72e89$b55ff330$6501a8c0>
<004901c72e89$b55ff330$6501a8c0>
________________________________________________________________________________
| Subject: | ELT? 406 vs 121.5 |
| From: | "RV Builder (Michael Sausen)" <rvbuilder(at)sausen.net> |
Personally, I'm going to go with a PLB for now and a standard ELT in the
aircraft. Reasoning being that the price of the aircraft 406 should
come down a bit over the next few years and I would rather have a PLB as
I like to do a lot of out of the way things where there is no help if
you run into trouble. If something would ever happen in the aircraft
before I switch to a 406 ELT, hopefully I will still have the option of
deploying the PLB and getting the same level of service. In other words
still be conscious and able to reach the PLB.
Michael Sausen
-10 #352 limbo
-----Original Message-----
From: owner-rv10-list-server(at)matronics.com
[mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Eric Panning
Sent: Tuesday, January 02, 2007 3:18 PM
Subject: Re: RV10-List: ELT? 406 vs 121.5
The 406 ELT's provide more precise position
information to satellites, with a 2 mile dia search
area vs ~ 12 miles for 121.5. They also transmit a
unique code that can be looked up in a database and
show contact info, etc. The GPS 406 systems offer a
less than 0.5 nm radius as they transmit position as
well.
False error rate for 121.5 is ~ 97%, with 94% turned
on at airports. Because the potential search radius is
so large, and the signal is anonymous, lot's of
resources can be spent looking for potential downed
planes (that end up tied down at the airport).
With 406, they can call your contact info, or call the
tower and ask if your N number is on the field, or
just departed, etc. This makes it much more likely
that you will get an emergency response that makes a
difference.
As an example, what if you were flying and crashed 10
miles away before you could get a mayday out? With a
406 beacon, then would start calling contact info,
home field, etc. If they called the field, and they
said you just left and could not raise you - then the
calvary could be sent out faster looking for you (and
have a good idea where to start).
Same situation with 121.5, you crashed close enough to
the airport that they might assume you are another of
the 97% false alarms and not do anything initially
other than call the tower (who would ask local traffic
to check their ELT and see if they hear 121.5).
I'm not sure how many successful rescues, or even if
faster would make much of a difference. But if faster
closure is reached with family and friends than I
think it is worth it.
http://www.acc.af.mil/shared/media/document/AFD-060405-037.doc
If you are traveling over water, or remote areas, a
personal ELT is not a bad investment. This one is less
than 700 bucks and is 406 + GPS, all in a small, water
proof case. Bring it with you while hiking, biking,
kayaking, climbing, etc. I have an older 121.5
personal ELT but am considering upgrading.
http://www.westmarine.com/webapp/wcs/stores/servlet/producte/10001/-1/10
001/136072/0/0/406%20ELT/All_2/mode+matchallpartial/0/0
Happy Holidays,
Eric
40150. Fuselage kit moving slowly, but I've started on
my IFR ticket...
--- rv10builder wrote:
>
>
> While we're on the subject, is there any real
> compelling reason to
> install a 406Mhz ELT (other than the obvious
> COSPAS-SARSAT discontinued
> service in 02/09?). I don't recall ever hearing of
> a GA aircraft being
> located with the assistance of satellites, and I'm
> not clear if this is
> a mandate. One other question...is one mfg. of ELT
> considered "trash"
> whereas another as "treasure"?
>
> Brian
> #40308
________________________________________________________________________________
| From: | "Wayne Edgerton" <wayne.e(at)grandecom.net> |
| Subject: | Installing elevators and rudders |
I am just finishing up installing my elevators and rudder and a fellow
RV10 builder, Ron Grover, on the field where I'm at, Prop Wash Justin,
TX, gave me a great tip and the loan of his tool that really made the
job much easer. Actually Ron came over and help me install the
elevators. Boy it's really nice to have someone help you that's done
something before you. Ron has a beautiful RV8 he built and is working on
his 10.
Anyway the tool that Ron loaned me, see attachment 1-2-07-1, is for
inserting temporarily in the attach brackets to hold the elevator or the
rudder in place until you can get the bolt installed. I just put my hand
in the picture as a reference to their size I can't remember off hand
but I think he said he got them at Aircraft Spruce?. I've also attached
a photo of them installed on the rudder if you're able to zoom in a
little to see them.Probably everyone already knows about these tools
except me :>} I've also attached the finished product 1-2-07-2. It
obviously works the same way on the elevators.
I've now got the elevators and rudder generally installed I just need to
make the final touches.
For what ever it's worth
Wayne Edgerton #40336
Trying to get this thing finished and start flying if the vendors will
just start co-operating :>} Props been delayed AGAIN
________________________________________________________________________________
| Subject: | riveting forward fuse panel area |
| From: | "Chris Johnston" <CJohnston(at)popsound.com> |
hey all -
i have many questions!!! I'm now in week 2 of my vacation - been home
working on the airplane the whole time... I've just finished the flap
actuation section, and I'm into the panel area. I haven't really
finalized my panel layout, or even which type of panel (aluminum or
fiberglass) I'm going with. Question - Am I a fool to rivet the upper
forward fuselage section to the aircraft? Is it really that tough to
install the panel if you've done this already? I won't be able to move
on if i don't rivet it on, but I don't want to hose myself.
also, in this section, you're supposed to rivet on some hinges for the
cowl. I'm using camlocs, but I haven't received them yet. should I
just leave the rivets out of the firewall flange for now? I'm kinda
lost here... it seems like you need the engine on before you can mount
the camlocs right? or do you mount the receptacles now, and do the rest
when you're doing the cowl? what the heck?
thanks in advance!
cj
#40410
(con)fuse(d)
________________________________________________________________________________
| From: | LARSON36(at)aol.com |
| Subject: | Re: New Design Brake Pedals and Stainless Brake Lines |
I would be interested,
Larry Klein, 40206 _larson36(at)aol.com_ (mailto:larson36(at)aol.com)
________________________________________________________________________________
| From: | LARSON36(at)aol.com |
| Subject: | Re: New Design Brake Pedals and Stainless Brake Lines |
Dave,
I am interested as well
Larry Klein
40206
Monterey, Ma.
________________________________________________________________________________
| From: | Larry Rosen <LarryRosen(at)comcast.net> |
| Subject: | Re: riveting forward fuse panel area |
I am holding off riveting the forward fuse panel area. I still have it
clecoed in place. I fit the canopy, fit the doors, I just installed the
overhead in the canopy, I am working on wiring the plane, I want to get
as many of the firewall penetrations completed, put the strips in for
the camlocs, and then just before I complete the final install of the
canopy, that is when I will rivet in the forward fuse plane. It is much
easier working on the plane with the forward panel removable and the
canopy off.
Larry Rosen
#356
Chris Johnston wrote:
> hey all -
>
> i have many questions!!! I'm now in week 2 of my vacation - been home working
on the airplane the whole time... I've just finished the flap actuation section,
and I'm into the panel area. I haven't really finalized my panel layout,
or even which type of panel (aluminum or fiberglass) I'm going with. Question
- Am I a fool to rivet the upper forward fuselage section to the aircraft?
Is it really that tough to install the panel if you've done this already? I
won't be able to move on if i don't rivet it on, but I don't want to hose myself.
>
> also, in this section, you're supposed to rivet on some hinges for the cowl.
I'm using camlocs, but I haven't received them yet. should I just leave the
rivets out of the firewall flange for now? I'm kinda lost here... it seems like
you need the engine on before you can mount the camlocs right? or do you
mount the receptacles now, and do the rest when you're doing the cowl? what the
heck?
>
> thanks in advance!
>
> cj
> #40410
> (con)fuse(d)
>
________________________________________________________________________________
| From: | Les Kearney <kearney(at)shaw.ca> |
| Subject: | New Design Brake Pedals and Stainless Brake Lines |
I would be interested,
Les Kearney
RV10 # 40643 - Lost in the empennage
________________________________________________________________________________
| From: | "Richard Sipp" <rsipp(at)earthlink.net> |
| Subject: | Re: New Chelton EFIS un-official support group page |
Thanks for the forum work Tim. I tried to et D2A to sponsor one some time
ago. Under the current circumstances the independent format is much better.
Have had a couple of email/phone exchanges with Chelton, they appear to be
in the customer status data collection mode. Certainly a better response
than that first caustic lawyer type message.
I have everything accept the ADHARS, my units shipped soon after D2A decided
to go with the Pinpoint.
Dick Sipp
________________________________________________________________________________
| From: | "Wayne Edgerton" <wayne.e(at)grandecom.net> |
| Subject: | Re: New Design Brake Pedals and Stainless Brake Lines |
Dave,
I'm interested. I assume if I receive it and it's not what I thought it
would be I would be able to return it.
Wayne Edgerton 40336
________________________________________________________________________________
| From: | "Russell Daves" <dav1111(at)cox.net> |
| Subject: | Wheel Pant Spacer Bolts Breaking |
As I previously posted, my right main gear leg bolt, AN6A where it goes
into U1004B extension (page 46-5 figure 2) broke off and the landings
have not been hard at all. Since then my left bolt also broke with
resulting significant damage to the wheel pant. I had thought the
problem with the bolts breaking was probably a vibration issue, and
after the second bolt break I consulted with another RV builder, A&P,
and Machinist and we both decided that the problem was that the Van's
supplied U1004B extension spacer was not big around enough where it
bolted onto the axle hub nut and the large wheel pant was experiencing
some in flight vibration causing the U1004B to flex up and down ever so
slightly against the axle hub nut resulting in a stress fatigue fracture
of the AN6A bolt even with the attachment point of the U1004B to the
axle hub nut.
We redesigned the U1004B extension spacer so that where it butted
against the axle hub nut and the large washer fiberglassed into the
wheel pant could not flex up and down.
Pictures of the Van's supplied U1004B extension spacer (top) and the
newly designed spacer (bottom) can be viewed at:
http://img505.imageshack.us/my.php?image=wheelpantspacer3bz6.png
In addition I also posted a picture of the new extension spacer mounted
on the wheel at:
http://img505.imageshack.us/my.php?image=wheelpantspacermountedrl3.png
Best regards,
Russ Daves
N710RV - First Flight 7/28/06 - 95+ hours
N65RV - RV-6A Sold
RV-8 under construction
________________________________________________________________________________
| From: | GRANSCOTT(at)aol.com |
| Subject: | Re: ELT? 406 vs 121.5 |
Effective Jan 1 07 boaters are no longer authorized to use 121.5 beacons;
this should take down the amount of false beacon reports...but I'm sure many
boaters will continue to turn on their beacon accidentally and many will
continue to be 121.5...
Eric, even if the beacon is located near an airport, AFRCC does not ignore
it, they will call the local airport owner/tower etc., and also the local CAP
ES officer to investigate after two rotations...been on a number of these
false beacons in parked aircraft, one was on the local hospital helo pad--hard
landing set it off and it was so foggy the crew could not get back to base but
we got called out and found the hot ELT... AFRCC does not know if the
plane/boat/personal EPRB is in a hangar, driveway, tied down or just crashed near
the airport.
Please keep in mind that most off field landing happen within 5 nm radius of
airports. With the accuracy of the current 121.5 system and even the newer
GPS units investigations will continue to be called but hopefully with a
little more accuracy. Also keep in mind that many ELT's do not activate due to
a
number of reasons after an impact..poor power, antenna crushed, etc. So
continue to file before your flights or at least let someone know you're flying
and where you're headed incase you become over due.
P
________________________________________________________________________________
| Subject: | You are a experimental airplane builder if. |
| From: | "Phillips, Jack" <Jack.Phillips(at)cardinal.com> |
Just came across this on another list, had to share it.
You're an experimental airplane builder if...
- You have ever had a conversation involving the words
"mil-spec" and "AN."
- The majority of your tools aren't available at Sears.
- You always have fresh scars on your hands, even though you
have a desk job.
- People ask if you have a hobby and their follow up question
is "are you nuts?"
- You have at least 15 unfinished projects that aren't
airplanes.
- Your first reaction when purchasing any non-food item is "I
can build that."
- Your first reaction when purchasing any food item is "I gotta
get some beer to go with that."
- You know what Oshkosh is and where to find it.
- You know that Alodine is not a place in Texas.
- Someone says "hey look a Moose" and you look up in the sky.
- You can't look at anything mechanical without thinking of a
way to "improve" the design.
- Cleveland is a brand, not a place in Ohio.
- You'll pay hundreds of dollars to save two pounds in
avionics, but you're 20 lbs overweight and somehow that's OK.
- When people ask what you got for Christmas you have to
explain what it is.
- A dragon fly isn't an insect.
- You know who Burt Rutan is and you think sideburns are kinda
cool.
- A lay up has nothing to do with basketball.
- You haven't parked your car in your garage in years.
Jack Phillips
_________________________________________________
This message is for the designated recipient only and may contain privilege
d, proprietary, or otherwise private information. If you have received it i
n error, please notify the sender immediately and delete the original. Any
other use of the email by you is prohibited.
Dansk - Deutsch - Espanol - Francais - Italiano - Japanese - Nederlands - N
________________________________________________________________________________
| From: | Deems Davis <deemsdavis(at)cox.net> |
| Subject: | Re: Oil Cooler Bracket |
Jesse, I received mine recently and the scat tube ring is attached and
it's not riveted but welded (tack) to the oil cooler bracket.
Deems Davis # 406
Finishing - ( A Misnomer ! )
http://deemsrv10.com/
Mounting engine today !!!!!!!
Jesse Saint wrote:
> I have a question for those who have received FWF kits recently. In
> the attached picture you can see the oil cooler bracket that I am
> working on. Notice anything missing? Vans sent this to me, but it
> doesnt have the flange for the scat tube. Is it possible that they
> have modified the plans and we are supposed to rivet on a flange like
> goes on the baffles? In the past it had the flange welded to the bracket.
>
> Anybody else seen this? I am going to call Vans, but they havent
> opened yet.
>
>
________________________________________________________________________________
| From: | "John Gonzalez" <indigoonlatigo(at)msn.com> |
Can anyone that is near completion or has completed the plane tell me were
the battery cable goes once it is infront of the front seats. Does the cable
stay along the side and avoid interfering with the rudder pedals and goes up
into the upper consol or do they drop below into the space between the real
floor and the floor beneath the pedals/
Thanks
John G
________________________________________________________________________________
| From: | Eric Panning <ericmpmail-rv10(at)yahoo.com> |
| Subject: | Re: ELT? 406 vs 121.5 |
Hi,
Thanks for the info. Do you have more details or a
story of an off airport ELT at a crash site? I suspect
many are interested in the process.
I recall the numbers were 94% airports and ~ 3% for
boats, etc. Marine ELT's don't have a shock sensor so
I suspect the false rate is lower as a result. Didn't
know about the expiration date for Marine, thanks.
How long for 2 rotations? I'm sorry if I implied that
a search would not be instigated for an ELT near an
airport. It does sound like it would take awhile to
spin up a full search unless they had more specific
info (like flight plan, or ground report of crash,
overdue, etc).
Have you taken part in any 406 ELT searches? Is the
procedure different?
Thanks! Eric
--- GRANSCOTT(at)aol.com wrote:
> Effective Jan 1 07 boaters are no longer authorized
> to use 121.5 beacons;
> this should take down the amount of false beacon
> reports...but I'm sure many
> boaters will continue to turn on their beacon
> accidentally and many will
> continue to be 121.5...
>
> Eric, even if the beacon is located near an airport,
> AFRCC does not ignore
> it, they will call the local airport owner/tower
> etc., and also the local CAP
> ES officer to investigate after two
> rotations...been on a number of these
> false beacons in parked aircraft, one was on the
> local hospital helo pad--hard
> landing set it off and it was so foggy the crew
> could not get back to base but
> we got called out and found the hot ELT... AFRCC
> does not know if the
> plane/boat/personal EPRB is in a hangar, driveway,
> tied down or just crashed near
> the airport.
>
> Please keep in mind that most off field landing
> happen within 5 nm radius of
> airports. With the accuracy of the current 121.5
> system and even the newer
> GPS units investigations will continue to be called
> but hopefully with a
> little more accuracy. Also keep in mind that many
> ELT's do not activate due to a
> number of reasons after an impact..poor power,
> antenna crushed, etc. So
> continue to file before your flights or at least let
> someone know you're flying
> and where you're headed incase you become over due.
>
> P
>
>
>
________________________________________________________________________________
| From: | "Bill Reining" <wreining(at)gmail.com> |
| Subject: | When Do the Pieces Come Together? |
I am about to build a workshop and need to know how big to make it. Due to
hillside property constraints, it will be long and narrow, with the doors on
the long side. If I'm not careful, I may not be able to get the fuselage
back out again, once assembled. I guess I could sit down and read the plans
from one end to the other, but thought the forum might produce answers more
quickly, so here goes:
Once all the individual "pieces" are assembled (e.g. vertical stab, horiz.
stab. rudder, elevator, tail cone, wings, fuselage), in what order are they
attached to one another? I assume the tail cone gets attached to the
fuselage fairly soon, and then the cabin top, landing gear and engine.
Obviously the wings aren't attached until you are practically at the
airport, but when must the vertical & horizontal stab and elevators be
attached? Please understand the purpose of these questions is to maximize
work performed inside, while still being able to get the finished
contraption out the door (which will probably be a removable wall of the
shop).
Bill Reining (with my son Jon)
40514 (tail cone)
________________________________________________________________________________
| From: | "Dave Hertner" <effectus(at)rogers.com> |
| Subject: | Re: New Design Brake Pedals and Stainless Brake Lines |
Wayne,
The customer has to be happy or there is no point in offering it for
sale.
Dave
----- Original Message -----
From: Wayne Edgerton
To: rv10-list(at)matronics.com
Sent: Wednesday, January 03, 2007 8:10 AM
Subject: Re: RV10-List: New Design Brake Pedals and Stainless Brake
Lines
Dave,
I'm interested. I assume if I receive it and it's not what I thought
it would be I would be able to return it.
Wayne Edgerton 40336
-------------------------------------------------------------------------
-----
03/01/2007
________________________________________________________________________________
| From: | Tim Olson <Tim(at)MyRV10.com> |
| Subject: | Re: When Do the Pieces Come Together? |
Bill,
I don't think it's really too big a worry for you. The reason
being that you really don't need to do any permanent assembly
of the "winged" parts until you're ready for final assembly.
You will want to test fit the wings and drill the rear spar
and stuff like that, but that's only maybe 2 hours max...and
you can pull it outside for that amount of time.
Assembling the tail you put on the HS, VS, Elevators, and Rudder,
basically in that order. You don't need to do much with them
until final assembly again though. At most, just a quick
assembly of the HS and VS so you can do the intersection fairing
for a couple hours.
So, just plan to build all the parts and not do much with them
until you have to. The tailcone to fuselage is a little sooner
than the others, as you've noticed. But, if you have a long area,
then you're fine. If you have 20' x 6', you could in theory work
on the fuse with tailcone. More than that and you're good to go.
Push it to 22' or 23' long when you get the engine on and you're
still fine.
The hardest part, as you've noticed, is getting it out the door,
if it's on the side of the shop. You may end up even
busting a wall unless you can put a hole in one end of the
building. Other than that, you probably will have no problem.
Tim Olson - RV-10 N104CD - Flying
Bill Reining wrote:
> I am about to build a workshop and need to know how big to make it. Due
> to hillside property constraints, it will be long and narrow, with the
> doors on the long side. If Im not careful, I may not be able to get
> the fuselage back out again, once assembled. I guess I could sit down
> and read the plans from one end to the other, but thought the forum
> might produce answers more quickly, so here goes:
>
>
>
> Once all the individual pieces are assembled (e.g. vertical stab,
> horiz. stab. rudder, elevator, tail cone, wings, fuselage), in what
> order are they attached to one another? I assume the tail cone gets
> attached to the fuselage fairly soon, and then the cabin top, landing
> gear and engine. Obviously the wings arent attached until you are
> practically at the airport, but when must the vertical & horizontal stab
> and elevators be attached? Please understand the purpose of these
> questions is to maximize work performed inside, while still being able
> to get the finished contraption out the door (which will probably be a
> removable wall of the shop).
>
>
>
> Bill Reining (with my son Jon)
>
> 40514 (tail cone)
>
> *
>
>
> *
________________________________________________________________________________
| From: | "gary" <speckter(at)comcast.net> |
In light of the recent Chelton/Direct to Avionics mess and past kit
manufactures bankrupsies, I called AOPA Escrow services and inquired about
them holding funds until the avionics manufacture delivered. They can do
that for any builder who doesn't want to send money direct. The rules of
when the money is dispersed is negotiated between the parties before any
money is sent.
Looks like good protection for those who want it.
Gary
40274
________________________________________________________________________________
| From: | jerry petersen <bldanrv9a(at)yahoo.com> |
| Subject: | Re: When Do the Pieces Come Together? |
We built ours in my oversized single stall garage.
Rough dimensions were 13X26 ft with a 10X10 ft work
area in the front. The door is 8ft by 6'6" high. We
kept the fuselage on temporary gear for as long as we
could and had to slide it out the door with the main
wheels off. Many pieces were fitted and then removed
to be reinstalled later. For example we used a nice
summer day to push the tail out the door to mount the
VS and HS. Final assembly is taking place in a hangar
at the airport. We have pictures if you have a
specific question I could answer.
Jerry Petersen
40373
--- Bill Reining wrote:
> I am about to build a workshop and need to know how
> big to make it. Due to
> hillside property constraints, it will be long and
> narrow, with the doors on
> the long side. If I'm not careful, I may not be
> able to get the fuselage
> back out again, once assembled. I guess I could sit
> down and read the plans
> from one end to the other, but thought the forum
> might produce answers more
> quickly, so here goes:
>
>
>
> Once all the individual "pieces" are assembled (e.g.
> vertical stab, horiz.
> stab. rudder, elevator, tail cone, wings, fuselage),
> in what order are they
> attached to one another? I assume the tail cone
> gets attached to the
> fuselage fairly soon, and then the cabin top,
> landing gear and engine.
> Obviously the wings aren't attached until you are
> practically at the
> airport, but when must the vertical & horizontal
> stab and elevators be
> attached? Please understand the purpose of these
> questions is to maximize
> work performed inside, while still being able to get
> the finished
> contraption out the door (which will probably be a
> removable wall of the
> shop).
>
>
>
> Bill Reining (with my son Jon)
>
> 40514 (tail cone)
>
>
__________________________________________________
________________________________________________________________________________
| From: | jerry petersen <bldanrv9a(at)yahoo.com> |
| Subject: | Re: Installing elevators and rudders |
We made similar pins with just a simple 90 degree
bend. We found ourselves using them often for other
alignments as well.
Jerry Petersen
40373
--- Wayne Edgerton wrote:
> I am just finishing up installing my elevators and
> rudder and a fellow RV10 builder, Ron Grover, on the
> field where I'm at, Prop Wash Justin, TX, gave me a
> great tip and the loan of his tool that really made
> the job much easer. Actually Ron came over and help
> me install the elevators. Boy it's really nice to
> have someone help you that's done something before
> you. Ron has a beautiful RV8 he built and is working
> on his 10.
>
> Anyway the tool that Ron loaned me, see attachment
> 1-2-07-1, is for inserting temporarily in the attach
> brackets to hold the elevator or the rudder in place
> until you can get the bolt installed. I just put my
> hand in the picture as a reference to their size I
> can't remember off hand but I think he said he got
> them at Aircraft Spruce?. I've also attached a photo
> of them installed on the rudder if you're able to
> zoom in a little to see them.Probably everyone
> already knows about these tools except me :>} I've
> also attached the finished product 1-2-07-2. It
> obviously works the same way on the elevators.
>
> I've now got the elevators and rudder generally
> installed I just need to make the final touches.
>
> For what ever it's worth
>
> Wayne Edgerton #40336
>
> Trying to get this thing finished and start flying
> if the vendors will just start co-operating :>}
> Props been delayed AGAIN
__________________________________________________
________________________________________________________________________________
| From: | Larry Rosen <LarryRosen(at)comcast.net> |
| Subject: | Re: When Do the Pieces Come Together? |
Jerry,
Because or support columns in my 3 car garage, I will need to reorient
my fuselage to sit in one of the car bays. It is only 20 feet long, so
I will need to build a temporary extension. I was hoping to extend it
by 4 feet. Making it 24 feet long.. Would 24' give me enough length to
mount the engine, prop, and spinner onto the fuse (everything less
wings, vertical stab and horizontal stab) and still be able to walk
around the front?
Larry Rosen
#356
jerry petersen wrote:
>
> We built ours in my oversized single stall garage.
> Rough dimensions were 13X26 ft with a 10X10 ft work
> area in the front. The door is 8ft by 6'6" high. We
> kept the fuselage on temporary gear for as long as we
> could and had to slide it out the door with the main
> wheels off. Many pieces were fitted and then removed
> to be reinstalled later. For example we used a nice
> summer day to push the tail out the door to mount the
> VS and HS. Final assembly is taking place in a hangar
> at the airport. We have pictures if you have a
> specific question I could answer.
>
> Jerry Petersen
> 40373
> --- Bill Reining wrote:
>
>
>> I am about to build a workshop and need to know how
>> big to make it. Due to
>> hillside property constraints, it will be long and
>> narrow, with the doors on
>> the long side. If I'm not careful, I may not be
>> able to get the fuselage
>> back out again, once assembled. I guess I could sit
>> down and read the plans
>> from one end to the other, but thought the forum
>> might produce answers more
>> quickly, so here goes:
>>
>>
>>
>> Once all the individual "pieces" are assembled (e.g.
>> vertical stab, horiz.
>> stab. rudder, elevator, tail cone, wings, fuselage),
>> in what order are they
>> attached to one another? I assume the tail cone
>> gets attached to the
>> fuselage fairly soon, and then the cabin top,
>> landing gear and engine.
>> Obviously the wings aren't attached until you are
>> practically at the
>> airport, but when must the vertical & horizontal
>> stab and elevators be
>> attached? Please understand the purpose of these
>> questions is to maximize
>> work performed inside, while still being able to get
>> the finished
>> contraption out the door (which will probably be a
>> removable wall of the
>> shop).
>>
>>
>>
>> Bill Reining (with my son Jon)
>>
>> 40514 (tail cone)
>>
>>
>>
>
>
> __________________________________________________
>
>
>
________________________________________________________________________________
| From: | "Russell Daves" <dav1111(at)cox.net> |
| Subject: | Re: Wheel Pant Spacer Bolts BreakingWheel Pant Spacer Bolts |
Breaking
Flat part in the middle is a wrench slot to tighten up the AN-6A bolt
with the axle nut.
Russ Daves
________________________________________________________________________________
| From: | "Wayne Edgerton" <wayne.e(at)grandecom.net> |
| Subject: | Re: Installing elevators and rudders |
Hi Jon,
I purchased Accuracy Avionics overhead console for air and lights and
this will be the air intake for the console. I've sent all of my build
photos over to Tony at Accuracy Avionics
http://www.accuracyavionics.com/v1/index.html and he said he will be
posting them on his web site. If he doesn't, if anyone would like to see
what I did, I can gladly forward them some photos.
We'll see how well it works when I get into the air. It should work
really well, in theory :>}
Wayne Edgerton # 40336
starting instrument panel install today
________________________________________________________________________________
| From: | "David McNeill" <dlm46007(at)cox.net> |
Don't know whether this has been posted here before but food for
thought. Plan some backup for glass.
http://www.alexisparkinn.com/nwpilot's_tranatlantic_flight.htm
________________________________________________________________________________
| Subject: | Wheel Pant Spacer Bolts BreakingWheel Pant Spacer Bolts |
Breaking
| From: | "Scott Schmidt" <sschmidt(at)ussynthetic.com> |
Are you going to make these available to purchase?
Scott Schmidt
sschmidt(at)ussynthetic.com
________________________________
From: owner-rv10-list-server(at)matronics.com
[mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Russell Daves
Sent: Thursday, January 04, 2007 4:24 AM
Subject: Re: RV10-List: Wheel Pant Spacer Bolts BreakingWheel Pant
Spacer Bolts Breaking
Flat part in the middle is a wrench slot to tighten up the AN-6A bolt
with the axle nut.
Russ Daves
________________________________________________________________________________
| From: | <gorejr(at)bellsouth.net> |
I recall a while back someone recommended sending the unused front rim to a company
and they would send the correct one in replacement for a fee. Could someone
please refresh my memory on this issue? Thanks again for all of your support!!!
Jim
________________________________________________________________________________
| From: | "ddddsp1(at)juno.com" <ddddsp1(at)juno.com> |
| Subject: | Seeking sales position |
After seeing the success Deems had getting results with the CONTACTS on
this list I thought I would give it a shot myself.
After 13 years selling Pharmaceuticals for Johnson & Johnson I was laid
off last week in a RIF (reduction in force). If anyone is hiring Distri
ct, Regional, or National Sales Reps I would love to talk to you about t
he opportunity. I also have 6 years of Sales Management. Looking prefe
rably in the Central Plains/Midwest but willl look at all opportunities.
Why not, with an RV10 I can travel if I need too!
I enjoy selling and hope to find another position in outside sales. If
your company is looking or you know of successful companies that are se
ekings sales reps I would certainly appreciate the tip.
Thanks,
DEAN SOMBKE
40449
________________________________________________________________________
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After seeing the success Deems had getting results with the CON
TACTS on this list I thought I would give it a shot myself.
After 13 years selling Pharmaceuticals for Johnson & Johnson I wa
s laid off last week in a RIF (reduction in force). If anyone is h
iring District, Regional, or National Sales Reps I would love to talk to
you about the opportunity. I also have 6 years of Sales Managemen
t. Looking preferably in the Central Plains/Midwest but willl look
at all opportunities. Why not, with an RV10 I can travel if I nee
d too!
I enjoy selling and hope to find another position in outside sales.&n
bsp; If your company is looking or you know of successful companie
s that are seekings sales reps I would certainly appreciate the tip.&nbs
p;
Thanks,
DEAN SOMBKE
40449
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