RV10-Archive.digest.vol-et

July 03, 2009 - July 14, 2009



      determine what the indicated stall speed was (Just nibble at it).
      Round the number up to the nearest 5 knots and then add 10%.
      
      So
      if you saw 58 knots stall, round up to 60, add 10% to get 66. Fly
      the approach at that speed.
      
      When we rounded out over the
      numbers the bird was done flying and did not float. It was easy to
      land on 2000 foot runways.
      
      Try this with the -10. You
      will get some numbers that will amaze you.
      
      I don't normally fly
      like this, but to see it work was really cool.
      
      What I found for
      my -10 was I could fly 65 knot finals and make the first turnoff without
      much braking. 
      
      What I normally fly is 82 on the approach,
      78 over the end of the runway and I get stall warning about 5 feet up and
      touchdown soon after. 
      
      Your airplane may be different.
      
      All speeds in knots.
      
      Jim C
      N312F
      
________________________________________________________________________________
Subject: Re: -3 degrees flaps
From: ricksked(at)embarqmail.com
Date: Jul 03, 2009
I get that David.. Speeds are right on just seems to carry further than. I thought..... ------Original Message------ From: David McNeill Sender: owner-rv10-list-server(at)matronics.com ReplyTo: Rv Sent: Jul 2, 2009 7:05 PM Subject: RE: RV10-List: -3 degrees flaps Speed control. -----Original Message----- From: owner-rv10-list-server(at)matronics.com [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of ricksked(at)embarqmail.com Sent: Thursday, July 02, 2009 6:41 PM Subject: Re: RV10-List: -3 degrees flaps Don't mount the tips till the flap and ailerons are installed.....what's the best flap position to keep the airplane from floating 1000 foot past the numbers?? Rick Sked N246RS Sent via BlackBerry by AT&T -----Original Message----- From: David Maib <dmaib(at)mac.com> Date: Thu, 02 Jul 2009 20:17:48 Subject: Re: RV10-List: -3 degrees flaps Sent via BlackBerry by AT&T ________________________________________________________________________________
From: "Rene Felker" <rene(at)felker.com>
Subject: -3 degrees flaps
Date: Jul 02, 2009
Rick, what speeds are you flying. I get the best results when I fly mid 70's on final and 70 or below over the threshold. I am at 4500 feet so ground speed is a little higher. If I come in any faster than that, it will float. But, I normally do fly faster than that......I like the extra speed margin...... Rene' Felker RV-10 N423CF Flying 801-721-6080 -----Original Message----- From: owner-rv10-list-server(at)matronics.com [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of ricksked(at)embarqmail.com Sent: Thursday, July 02, 2009 8:49 PM Subject: Re: RV10-List: -3 degrees flaps I get that David.. Speeds are right on just seems to carry further than. I thought..... ------Original Message------ From: David McNeill Sender: owner-rv10-list-server(at)matronics.com ReplyTo: Rv Sent: Jul 2, 2009 7:05 PM Subject: RE: RV10-List: -3 degrees flaps Speed control. -----Original Message----- From: owner-rv10-list-server(at)matronics.com [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of ricksked(at)embarqmail.com Sent: Thursday, July 02, 2009 6:41 PM Subject: Re: RV10-List: -3 degrees flaps Don't mount the tips till the flap and ailerons are installed.....what's the best flap position to keep the airplane from floating 1000 foot past the numbers?? Rick Sked N246RS Sent via BlackBerry by AT&T -----Original Message----- From: David Maib <dmaib(at)mac.com> Date: Thu, 02 Jul 2009 20:17:48 Subject: Re: RV10-List: -3 degrees flaps Sent via BlackBerry by AT&T ________________________________________________________________________________
Subject: Re: -3 degrees flaps
From: ricksked(at)embarqmail.com
Date: Jul 03, 2009
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Subject: Re: -3 degrees flaps
From: ricksked(at)embarqmail.com
Date: Jul 03, 2009
90 DW 80 base 70 final... Varies with conditions which have been good cept high ambient temps...Las Vegas June July. No surprises there Sent via BlackBerry by AT&T -----Original Message----- From: "Rene Felker" <rene(at)felker.com> Date: Thu, 2 Jul 2009 21:11:16 Subject: RE: RV10-List: -3 degrees flaps Rick, what speeds are you flying. I get the best results when I fly mid 70's on final and 70 or below over the threshold. I am at 4500 feet so ground speed is a little higher. If I come in any faster than that, it will float. But, I normally do fly faster than that......I like the extra speed margin...... Rene' Felker RV-10 N423CF Flying 801-721-6080 -----Original Message----- From: owner-rv10-list-server(at)matronics.com [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of ricksked(at)embarqmail.com Sent: Thursday, July 02, 2009 8:49 PM Subject: Re: RV10-List: -3 degrees flaps I get that David.. Speeds are right on just seems to carry further than. I thought..... ------Original Message------ From: David McNeill Sender: owner-rv10-list-server(at)matronics.com ReplyTo: Rv Sent: Jul 2, 2009 7:05 PM Subject: RE: RV10-List: -3 degrees flaps Speed control. -----Original Message----- From: owner-rv10-list-server(at)matronics.com [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of ricksked(at)embarqmail.com Sent: Thursday, July 02, 2009 6:41 PM Subject: Re: RV10-List: -3 degrees flaps Don't mount the tips till the flap and ailerons are installed.....what's the best flap position to keep the airplane from floating 1000 foot past the numbers?? Rick Sked N246RS Sent via BlackBerry by AT&T -----Original Message----- From: David Maib <dmaib(at)mac.com> Date: Thu, 02 Jul 2009 20:17:48 Subject: Re: RV10-List: -3 degrees flaps Sent via BlackBerry by AT&T ________________________________________________________________________________
From: "David McNeill" <dlm46007(at)cox.net>
Subject: -3 degrees flaps
Date: Jul 02, 2009
Rule of thumb is max flaps for the level of crosswind and Vso +20%. I have my Cheltons set to show yellow pitch hat less than 80 kts and red pitch hat less than 70 knots. Good short field at about 65 kts depending on weight. When Kaufman and I flew I believe we got the pre stall buffet just above 40 kts with full flaps and just above 50 kts without flaps. That was at a weight of 2400 pounds. For initial practice I kept him slightly above 70 knots at the flare, this was too fast for short field but very adequate for normal landing. My aircraft has a pre stall buffet which is easily felt in the controls. When the buffet is sensed, its time to land or lower the nose to recover or jam the power forward to go around. Personal opinion is that if you want to fly the approach at Vso +10% you need gear by Grumman iron works. In my book there is no such thing as a short field, max cross wind landing. -----Original Message----- From: owner-rv10-list-server(at)matronics.com [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of ricksked(at)embarqmail.com Sent: Thursday, July 02, 2009 7:49 PM Subject: Re: RV10-List: -3 degrees flaps I get that David.. Speeds are right on just seems to carry further than. I thought..... ------Original Message------ From: David McNeill Sender: owner-rv10-list-server(at)matronics.com ReplyTo: Rv Sent: Jul 2, 2009 7:05 PM Subject: RE: RV10-List: -3 degrees flaps Speed control. -----Original Message----- From: owner-rv10-list-server(at)matronics.com [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of ricksked(at)embarqmail.com Sent: Thursday, July 02, 2009 6:41 PM Subject: Re: RV10-List: -3 degrees flaps Don't mount the tips till the flap and ailerons are installed.....what's the best flap position to keep the airplane from floating 1000 foot past the numbers?? Rick Sked N246RS Sent via BlackBerry by AT&T -----Original Message----- From: David Maib <dmaib(at)mac.com> Date: Thu, 02 Jul 2009 20:17:48 Subject: Re: RV10-List: -3 degrees flaps Sent via BlackBerry by AT&T ________________________________________________________________________________
Subject: Re: -3 degrees flaps
From: ricksked(at)embarqmail.com
Date: Jul 03, 2009
V2VsbCB3aGVuIEkgZmluYWxseSBmbHkgSSdsbCBoYXZlIHNvbWUgZ29vZCBudW1iZXJzLiA7Piku IA0KDQpSaWNrIFNrZWQNCk4yNDZSUw0KU2VudCB2aWEgQmxhY2tCZXJyeSBieSBBVCZUDQoNCi0t LS0tT3JpZ2luYWwgTWVzc2FnZS0tLS0tDQpGcm9tOiBUaW0gT2xzb24gPFRpbUBNeVJWMTAuY29t Pg0KDQpEYXRlOiBGcmksIDMgSnVsIDIwMDkgMDc6MDA6MDggDQpUbzogcnYxMC1saXN0QG1hdHJv bmljcy5jb208cnYxMC1saXN0QG1hdHJvbmljcy5jb20+DQpTdWJqZWN0OiBSZTogUlYxMC1MaXN0 OiAtMyBkZWdyZWVzIGZsYXBzDQoNCg0KDQo ________________________________________________________________________________
From: "Eagerlee" <eagerlee(at)comcast.net>
Subject: Re: -3 degrees flaps
Date: Jul 03, 2009
After rigging the ailerons and wingtips to the fully retracted flaps, the wingtips will be in a permanent position that is -3=BA up from neutral alignment with the chord of the wing. Do we really want our wingtips to be anywhere but spot-on with the chord of the wing? Paul Hahn ________________________________________________________________________________
Subject: Re: -3 degrees flaps
From: "Bob Turner" <bobturner(at)alum.rpi.edu>
Date: Jul 03, 2009
As Jim mentioned, don't forget the weight. The -10 can have a large variation in weight. If the over-the-fence "right" number for you is 70 KIAS at 2700 lbs, then the same "right" number is 60 KIAS at 2000 lbs. Quite a difference! -------- Bob Turner RV-10 QB Read this topic online here: http://forums.matronics.com/viewtopic.php?p=251347#251347 ________________________________________________________________________________
From: Robert Brunkenhoefer <rebrunk42(at)gmail.com>
Subject: Re: -3 degrees flaps
Date: Jul 03, 2009
Does the flap switch need to be left in the up position after retraction for takeoff to get the -3 position for cruise. Sent from my iPhone Robert E. Brunkenhoefer Brunkenhoefer Law Firm, P.C. 520 Lawrence St. Corpus Christi, Texas 78401 Phone: 361-888-8808 Facsimile: 361-888-6753 robert(at)brunklaw.com On Jul 3, 2009, at 1:15 PM, "Eagerlee" wrote: > After rigging the ailerons and wingtips to the fully retracted > flaps, the wingtips will be in a permanent position that is -3=C2=BA up f > rom neutral alignment with the chord of the wing. Do we really want > our wingtips to be anywhere but spot-on with the chord of the wing? > > Paul Hahn > > ________________________________________________________________________________
Date: Jul 03, 2009
From: "James Stribling" <jlstrib(at)comcast.net>
Subject: Re: -3 degrees flaps
________________________________________________________________________________
Date: Jul 03, 2009
From: "James Stribling" <jlstrib(at)comcast.net>
Subject: Re: -3 degrees flaps
________________________________________________________________________________
From: "David McNeill" <dlm46007(at)cox.net>
Subject: -3 degrees flaps
Date: Jul 03, 2009
depends on how you wire it. If you use the FPS system you may not; but if you control the movement with a simple switch you must. Mine is a three position. spring loaded in the down position (flaps going down, push and hold) upon release the motor stops, switch moves to center. flaps up the switch is moved to the up position and flaps retract automatically and completely. I have a red led to remind me if the motor continues to run after reaching the limit of travel. _____ From: owner-rv10-list-server(at)matronics.com [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Robert Brunkenhoefer Sent: Friday, July 03, 2009 12:10 PM Subject: Re: RV10-List: -3 degrees flaps Does the flap switch need to be left in the up position after retraction for takeoff to get the -3 position for cruise. Sent from my iPhone Robert E. Brunkenhoefer Brunkenhoefer Law Firm, P.C. 520 Lawrence St. Corpus Christi, Texas 78401 Phone: 361-888-8808 Facsimile: 361-888-6753 robert(at)brunklaw.com On Jul 3, 2009, at 1:15 PM, "Eagerlee" wrote: After rigging the ailerons and wingtips to the fully retracted flaps, the wingtips will be in a permanent position that is -3=BA up from neutral alignment with the chord of the wing. Do we really want our wingtips to be anywhere but spot-on with the chord of the wing? Paul Hahn href="http://www.matronics.com/Navigator?RV10-List">http://www.matronic s.com /Navigator?RV10-List href="http://forums.matronics.com">http://forums.matronics.com href="http://www.matronics.com/contribution">http://www.matronics.com/c ontri bution ________________________________________________________________________________
Date: Jul 03, 2009
Subject: Re: -3 degrees flaps
From: "Jim" <jim(at)CombsFive.Com>
Not only does weight make a difference, but the CG makes a difference in the landing flair too. Much like a C-172. Toss a body or two in the back seats and the landing flair is automatic. Solo or two in front and you will use quite a bit more elevator. I will toss a 25 bag of shot in the baggage compartment when I fly with just one or two. During my initial Phase 1 early flights, I put 75 lbs in the opposite rear seat. Moved the CG back enough to make the first flights easier. Removed them later in the Phase I flights. but I will say this. This airplane is the most fun flying I have ever had. Jim C N312F - Flying and loving every minute of it! --------------------------------------------- As Jim mentioned, don't forget the weight. The -10 can have a large variation in weight. If the over-the-fence "right" number for you is 70 KIAS at 2700 lbs, then the same "right" number is 60 KIAS at 2000 lbs. Quite a difference! -------- Bob Turner RV-10 QB Read this topic online here: http://forums.matronics.com/viewtopic.php?p=251347#251347 - The RV10-List Email Forum - Features Navigator to browse Un/Subscription, Chat, FAQ, --> http://www.matronics.com/Navigator?RV10-List - MATRONICS WEB FORUMS - available via the Web Forums! http://forums.matronics.com - List Contribution Web Site - generous support! Admin. ________________________________________________________________________________
From: David Maib <dmaib(at)mac.com>
Subject: Re: -3 degrees flaps
Date: Jul 03, 2009
Yes we do. We want them to be even with the ailerons and flaps. David Maib 40559 On Jul 3, 2009, at 2:15 PM, Eagerlee wrote: After rigging the ailerons and wingtips to the fully retracted flaps, the wingtips will be in a permanent position that is -3=BA up from neutral alignment with the chord of the wing. Do we really want our wingtips to be anywhere but spot-on with the chord of the wing? Paul Hahn ________________________________________________________________________________
From: "David McNeill" <dlm46007(at)cox.net>
Subject: Re: -3 degrees flaps
Date: Jul 03, 2009
I think you might be missing the boat if you don't carry about 20-25# tool box in the baggage area. If you have a maintenance problem away from home; you are the maintenance man. Many FBOs will not touch your airplane because they do not have the necessary "data" and continuing airworthiness data. It won't make any difference if you have a Lycosauras or something else. BTDT _____ From: owner-rv10-list-server(at)matronics.com [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Jim Sent: Friday, July 03, 2009 1:10 PM Subject: Re: RV10-List: Re: -3 degrees flaps Not only does weight make a difference, but the CG makes a difference in the landing flair too. Much like a C-172. Toss a body or two in the back seats and the landing flair is automatic. Solo or two in front and you will use quite a bit more elevator. I will toss a 25 bag of shot in the baggage compartment when I fly with just one or two. During my initial Phase 1 early flights, I put 75 lbs in the opposite rear seat. Moved the CG back enough to make the first flights easier. Removed them later in the Phase I flights. but I will say this. This airplane is the most fun flying I have ever had. Jim C N312F - Flying and loving every minute of it! --------------------------------------------- As Jim mentioned, don't forget the weight. The -10 can have a large variation in weight. If the over-the-fence "right" number for you is 70 KIAS at 2700 lbs, then the same "right" number is 60 KIAS at 2000 lbs. Quite a difference! -------- Bob Turner RV-10 QB Read this topic online here: http://forums.matronics.com/viewtopic.php?p=251347#251347 ________________________________________________________________________________
Subject: Re: -3 degrees flaps
From: "bcondrey" <bob.condrey(at)baesystems.com>
Date: Jul 03, 2009
This all got started with a question about alignment. Van's directions are fairly specific: set the flaps against the rear wing spar doubler (putting them in reflex), align the ailerons to the flaps. Wingtip ribs actually have the -3 degree shape in them - take a close look at them. Design intent is for everything to be in alignment at -3 degrees (normal cruise). Bob N442PM (flying) > After rigging the ailerons and wingtips to the fully retracted flaps, the > wingtips will be in a permanent position that is -3? up from neutral > alignment with the chord of the wing. Do we really want our wingtips to > be anywhere but spot-on with the chord of the wing? Read this topic online here: http://forums.matronics.com/viewtopic.php?p=251378#251378 ________________________________________________________________________________
Date: Jul 03, 2009
Subject: Re: -3 degrees flaps
From: "Jim" <jim(at)CombsFive.Com>
Excellent point! Jim C -------------------------------------------------------- I think you might be missing the boat if you don't carry about 20-25# tool box in the baggage area. If you have a maintenance problem away from home; you are the maintenance man. Many FBOs will not touch your airplane because they do not have the necessary "data" and continuing airworthiness data. It won't make any difference if you have a Lycosauras or something else. BTDT _____ From: owner-rv10-list-server(at)matronics.com [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Jim Sent: Friday, July 03, 2009 1:10 PM Subject: Re: RV10-List: Re: -3 degrees flaps Not only does weight make a difference, but the CG makes a difference in the landing flair too. Much like a C-172. Toss a body or two in the back seats and the landing flair is automatic. Solo or two in front and you will use quite a bit more elevator. I will toss a 25 bag of shot in the baggage compartment when I fly with just one or two. During my initial Phase 1 early flights, I put 75 lbs in the opposite rear seat. Moved the CG back enough to make the first flights easier. Removed them later in the Phase I flights. but I will say this. This airplane is the most fun flying I have ever had. Jim C N312F - Flying and loving every minute of it! --------------------------------------------- As Jim mentioned, don't forget the weight. The -10 can have a large variation in weight. If the over-the-fence "right" number for you is 70 KIAS at 2700 lbs, then the same "right" number is 60 KIAS at 2000 lbs. Quite a difference! -------- Bob Turner RV-10 QB Read this topic online here: http://forums.matronics.com/viewtopic.php?p=251347#251347 ________________________________________________________________________________
Subject: 'annual'
From: "lbgjb10" <lbgjb(at)gnt.net>
Date: Jul 03, 2009
plane had it's 'first' annual. with good assistance of AI, tore plane apart and looked closely for any problems. Engine was great--90 hrs on TMX 540. Had to do the SB on mags--sent them back to Mattituck and finished that check off. Found a small fuel leak in tunnel, and found a chaffed fuel line there. (the scat tube was rubbing). Replaced fuel line, and moved the fuel flow meter from the tunnel to just before the injector spider. Had a little chaffing in the rear of the tunnel with control cables and some wires. Fixed it. Brakes look new. Rest of the plane was great. Found a 50 cent piece in the rear that must have fallen out when bucking rear rivets!!!!! I hope all annuals go so well. great plane. oh, biggest glitch, somehow we forgot to turn on the ELT--glad we didn't crash. Good to have another pair of eyes checking on things. larry & gayle N104LG -------- Larry and Gayle N104LG Read this topic online here: http://forums.matronics.com/viewtopic.php?p=251398#251398 ________________________________________________________________________________
Subject: baggage compartment tie downs
From: "jayb" <jaybrinkmeyer(at)yahoo.com>
Date: Jul 04, 2009
I keep adding distractions to keep me from going back to work on the doors... How does one keep items stowed in the baggage compartment from bouncing around and ruining a perfectly good airplane. The plans were pretty silent in that area. Cargo netting? Strap attach hardpoints? Cheers, Jay ... Fun with baffles Read this topic online here: http://forums.matronics.com/viewtopic.php?p=251440#251440 ________________________________________________________________________________
Date: Jul 04, 2009
Subject: Re: baggage compartment tie downs
From: Dave Saylor <dave.saylor.aircrafters(at)gmail.com>
Jay, Please see the third item down at: http://www.aircraftersllc.com/products.htm > How does one keep items stowed in the baggage compartment from bouncing > around and ruining a perfectly good airplane. The plans were pretty silent > in that area. Cargo netting? Strap attach hardpoints? > > - Dave Saylor AirCrafters LLC 140 Aviation Way Watsonville, CA 95076 831-722-9141 Shop 831-750-0284 Cell ________________________________________________________________________________
From: "David McNeill" <dlm46007(at)cox.net>
Subject: baggage compartment tie downs
Date: Jul 04, 2009
Bungee cords or net, both anchored. See anchors -----Original Message----- From: owner-rv10-list-server(at)matronics.com [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of jayb Sent: Saturday, July 04, 2009 7:09 AM Subject: RV10-List: baggage compartment tie downs I keep adding distractions to keep me from going back to work on the doors... How does one keep items stowed in the baggage compartment from bouncing around and ruining a perfectly good airplane. The plans were pretty silent in that area. Cargo netting? Strap attach hardpoints? Cheers, Jay ... Fun with baffles Read this topic online here: http://forums.matronics.com/viewtopic.php?p=251440#251440 ________________________________________________________________________________
Subject: Re: baggage compartment tie downs
From: "orchidman" <gary(at)wingscc.com>
Date: Jul 04, 2009
dave.saylor.aircrafters(a wrote: > Jay, > > Please see the third item down at: > > http://www.aircraftersllc.com/products.htm (http://www.aircraftersllc.com/products.htm) > I would recommend getting 6 from Dave. One each for each corner in the baggage compartment and one for each side to the passenger footwell. When securing items in the passenger seats, the seat belts work but they pull rearward. Having the ability to tie forward is also nice. The tie downs fold down and my Pax don't notice them at all. -------- Gary Blankenbiller RV10 - # 40674 (N2GB Flying) Read this topic online here: http://forums.matronics.com/viewtopic.php?p=251455#251455 ________________________________________________________________________________
Subject: Pitot cover
From: "orchidman" <gary(at)wingscc.com>
Date: Jul 04, 2009
Well it is summer time and the mud dobbers finally got me. I have the GRETZ heated pitot tube and yesterday on TO the plane was accelerating faster then the airspeed. The plane jumped into the air at 60 KIAS. Climb out I got to about 70. Coming back around for a landing I was doing 50 on downwind and 0 on turn to final. [Shocked] Wonder what my miles per gallon flown was [Mr. Green] Took less then an hour to clean, test and flight check. Question: What are people using for a pitot cover? I can make one but ACS has one for $6.95 (#15210) but I am not sure if this one will fit and if it is the best option. -------- Gary Blankenbiller RV10 - # 40674 (N2GB Flying) Read this topic online here: http://forums.matronics.com/viewtopic.php?p=251461#251461 ________________________________________________________________________________
From: "David McNeill" <dlm46007(at)cox.net>
Subject: Re: baggage compartment tie downs
Date: Jul 04, 2009
Its possible to make them using aluminum or stainless hinge of sufficient width. I made mine for about $10 of material from McMaster Carr plus of course my labor. The idea of adding them to the rear passenger footwalls is a good idea. I might add that they could also fit outboard of the rear seat cushions. -----Original Message----- From: owner-rv10-list-server(at)matronics.com [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of orchidman Sent: Saturday, July 04, 2009 8:39 AM Subject: RV10-List: Re: baggage compartment tie downs dave.saylor.aircrafters(a wrote: > Jay, > > Please see the third item down at: > > http://www.aircraftersllc.com/products.htm > (http://www.aircraftersllc.com/products.htm) > I would recommend getting 6 from Dave. One each for each corner in the baggage compartment and one for each side to the passenger footwell. When securing items in the passenger seats, the seat belts work but they pull rearward. Having the ability to tie forward is also nice. The tie downs fold down and my Pax don't notice them at all. -------- Gary Blankenbiller RV10 - # 40674 (N2GB Flying) Read this topic online here: http://forums.matronics.com/viewtopic.php?p=251455#251455 ________________________________________________________________________________
Subject: Dimple wing walk area
Date: Jul 04, 2009
From: nicholscatoauto(at)aol.com
I started to dimple the wing walk area before I read it should be machine countersunk. I am hoping someone else dimpled these areas and it worked out fine. My question is should I continue on and dimple all three layers or buy some new parts and machine counter sink like it says? What benefit is machine countersinking in this area? I should know by now to read ahead three times before proceeding. Thanks for any help, Jeff Nichols #40648 ________________________________________________________________________________
Subject: Re: baggage compartment tie downs
From: "AirMike" <Mikeabel(at)Pacbell.net>
Date: Jul 04, 2009
Cessna has some nice eye bolts that are like the main aircraft tie-downs under the wings (lot smaller) but made for #8 screws. They just screw in. It means just putting in a reinforcement plate and a few flush rivets with a #8 nut plate. The best part is that they just screw right in or out and you can use cheap bungee cords with them. -------- OSH '08 or Bust (busted) be there someday Q/B Kit - FWF end game Read this topic online here: http://forums.matronics.com/viewtopic.php?p=251489#251489 ________________________________________________________________________________
Date: Jul 04, 2009
Subject: Re: Pitot cover
From: "Tim Olson" <Tim(at)MyRV10.com>
I just got one at one of the pilot shops. It's just the red rubber cap, I think 3/4", that has the "remove before flight" streamer on it. There were 2 sizes, and I think I bought the larger one. No big deal. I have the gretz too. Tim > > Well it is summer time and the mud dobbers finally got me. > > I have the GRETZ heated pitot tube and yesterday on TO the plane was > accelerating faster then the airspeed. The plane jumped into the air at > 60 KIAS. Climb out I got to about 70. Coming back around for a landing I > was doing 50 on downwind and 0 on turn to final. [Shocked] > Wonder what my miles per gallon flown was [Mr. Green] > > Took less then an hour to clean, test and flight check. > > Question: What are people using for a pitot cover? I can make one but > ACS has one for $6.95 (#15210) but I am not sure if this one will fit and > if it is the best option. > > -------- > Gary Blankenbiller > RV10 - # 40674 > (N2GB Flying) > > > Read this topic online here: > > http://forums.matronics.com/viewtopic.php?p=251461#251461 > > ________________________________________________________________________________
Subject: Re: Pitot cover
From: "AirMike" <Mikeabel(at)Pacbell.net>
Date: Jul 04, 2009
Good flying Gary. After this happens once you will NEVER fail to put a pitot cover on your plane's pitot head - even in the hanger. The Spruce item with the velcro works well. Make it a double check part of your check list, especially on the low wing aircraft. You will also learn that it is important to not just see that the A/S comes alive on the takeoff roll, but that it correlates to your approximate speed. -------- OSH '08 or Bust (busted) be there someday Q/B Kit - FWF end game Read this topic online here: http://forums.matronics.com/viewtopic.php?p=251492#251492 ________________________________________________________________________________
From: "David McNeill" <dlm46007(at)cox.net>
Subject: Re: baggage compartment tie downs
Date: Jul 04, 2009
Had those in my C177RG. The problem with those is that they have to be offset from the sides/corners to allow insertion/extraction. When unused the luggage sits atop them. Mine went through the carpet. A hassle to remove and store. Flat hinges with one side riveted to the floor can lie flat under the carpet while the other side protrudes to use by bungee cords or nets. Or the hinges (both sides) can lie flat and unseen beneath the carpet. -----Original Message----- From: owner-rv10-list-server(at)matronics.com [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of AirMike Sent: Saturday, July 04, 2009 1:07 PM Subject: RV10-List: Re: baggage compartment tie downs Cessna has some nice eye bolts that are like the main aircraft tie-downs under the wings (lot smaller) but made for #8 screws. They just screw in. It means just putting in a reinforcement plate and a few flush rivets with a #8 nut plate. The best part is that they just screw right in or out and you can use cheap bungee cords with them. -------- OSH '08 or Bust (busted) be there someday Q/B Kit - FWF end game Read this topic online here: http://forums.matronics.com/viewtopic.php?p=251489#251489 ________________________________________________________________________________
From: "Carl Froehlich" <carl.froehlich(at)verizon.net>
Subject: Dimple wing walk area
Date: Jul 04, 2009
I think you will be fine dimpling the skin, wing walk doubler and ribs. Carl Froehlich RV-8A (500 hrs) RV-10 (fuselage) From: owner-rv10-list-server(at)matronics.com [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of nicholscatoauto(at)aol.com Sent: Saturday, July 04, 2009 2:53 PM Subject: RV10-List: Dimple wing walk area I started to dimple the wing walk area before I read it should be machine countersunk. I am hoping someone else dimpled these areas and it worked out fine. My question is should I continue on and dimple all three layers or buy some new parts and machine counter sink like it says? What benefit is machine countersinking in this area? I should know by now to read ahead three times before proceeding. Thanks for any help, Jeff Nichols #40648 _____ Save energy, paper and money -- <http://toolbar.aol.com/green/download.html?ncid=emlweusdown00000039> get the Green Toolbar. ________________________________________________________________________________
From: "Rene" <rene(at)felker.com>
Subject: baggage compartment tie downs
Date: Jul 04, 2009
I supported the friendly kit manufacture......late add to my kit. I used rivnuts to install.....bungee cords to hold down the load... http://www.vansaircraft.com/cgi-bin/catalog.cgi?ident=1246744686-468-747&bro wse=airframe&product=tie-down Rene' 801-721-6080 -----Original Message----- From: owner-rv10-list-server(at)matronics.com [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of jayb Sent: Saturday, July 04, 2009 8:09 AM Subject: RV10-List: baggage compartment tie downs I keep adding distractions to keep me from going back to work on the doors... How does one keep items stowed in the baggage compartment from bouncing around and ruining a perfectly good airplane. The plans were pretty silent in that area. Cargo netting? Strap attach hardpoints? Cheers, Jay ... Fun with baffles Read this topic online here: http://forums.matronics.com/viewtopic.php?p=251440#251440 ________________________________________________________________________________
Subject: Re: Pitot cover
From: "orchidman" <gary(at)wingscc.com>
Date: Jul 04, 2009
gengrumpy(at)aol.com wrote: > The "L" shaped one from Spruce works great and for under $10. > > Never leave the pitot tube uncovered!!! > > Think the surprise had you been heading off into IMC...... > > grumpy > N184JM > I knew I would need a cover but put off getting one. Right now I have some of the blue painters tape keeping the little guys out with a tail hanging about to the floor. Monday, I will order the larger of the 2 sizes. Thanks. Before my first flight there were several of the 'airport bums' [Wink] asking when was I going to do my high speed taxing and I would reply back Van's thoughts about not doing them. This plane accelerates so fast that I cross check the engine instruments while watching outside until almost rotate speed and then check the airspeed indicator. It was low but not that low so I did what the plane told me it wanted to do. I felt safer flying the plane then trying to do a high speed abort on the runway. With my past training and the flying of my -10, I feel comfortable flying the plane by the seat of my pants, sounds and visual cues. For new pilots, I sure hope that your flight instructors give you good training on partial panel, including full loss of airspeed. You never know when it will be used. Mine went up to about 70 KIAS and then did a genital decrease to zero. The comment about if I was in the soup, well I would fly the plane first and then later on, with my 496, bring up the instrument screen. It has a GPS airspeed which would give you something in the ball park. Combine that with the winds for the airport and you should be within 10 knots, more then safe for lowering flaps and starting an approach. This is a great plane !!!! -------- Gary Blankenbiller RV10 - # 40674 (N2GB Flying) Read this topic online here: http://forums.matronics.com/viewtopic.php?p=251547#251547 ________________________________________________________________________________
Subject: Re: Pitot cover
From: "orchidman" <gary(at)wingscc.com>
Date: Jul 05, 2009
dmaib(at)mac.com wrote: > Tell us more about that decrease to zero part! :-) > > David Maib Not a whole lot to tell. It looked like it plugged solid some where around rotate and then bled off to nothing in the following minutes. After rotate, I knew I had an unreliable airspeed so by and large, it was excluded from my cross-check. And to top it off, I had a 'low-n-slow' plane in front of me doing a full stop so I had to extend to allow him to clear the runway. It took some time to fly the pattern but I was in no rush. Overall I felt it was no big deal but did require 110% attention and concentration. Another good reason to make sure you get the best training possible. Alex, if you are listening, another thumbs up to the transition training. -------- Gary Blankenbiller RV10 - # 40674 (N2GB Flying) Read this topic online here: http://forums.matronics.com/viewtopic.php?p=251580#251580 ________________________________________________________________________________
From: Miller John <gengrumpy(at)aol.com>
Subject: Re: Pitot cover
Date: Jul 05, 2009
Another great reason to have AOA - totally independent of the pitot static system!! grumpy N184JM On Jul 5, 2009, at 9:41 AM, orchidman wrote: > > > dmaib(at)mac.com wrote: >> Tell us more about that decrease to zero part! :-) >> >> David Maib > > Not a whole lot to tell. It looked like it plugged solid some where > around rotate and then bled off to nothing in the following minutes. > After rotate, I knew I had an unreliable airspeed so by and large, > it was excluded from my cross-check. And to top it off, I had a > 'low-n-slow' plane in front of me doing a full stop so I had to > extend to allow him to clear the runway. It took some time to fly > the pattern but I was in no rush. > Overall I felt it was no big deal but did require 110% attention and > concentration. Another good reason to make sure you get the best > training possible. Alex, if you are listening, another thumbs up to > the transition training. > > -------- > Gary Blankenbiller > RV10 - # 40674 > (N2GB Flying) > > > Read this topic online here: > > http://forums.matronics.com/viewtopic.php?p=251580#251580 > > ________________________________________________________________________________
From: "David McNeill" <dlm46007(at)cox.net>
Subject: Re: Pitot cover
Date: Jul 05, 2009
Think; if the pitot ices at altitude and you are descending, airspeed can decrease as low pressure in the iced pitot is contrasted with higher static pressure at lower altitude. Opposite is also true. B-727 going to BUF to pick Buffalo Bills football team out of LGA. Crew failed to turn on pitot heats for all three pitot tubes and they iced in a climb. Higher pressure air from lower altitudes was trapped in the pitot lines. As the altitude rapidly increased because the aircraft was light, The airspeed appeared to keep increasing because static pressure was decreasing. Instead of cross checking other instruments, they saw airspeed over speed and continued to pull back the yoke. When the aircraft finally stalled the FDR indicated that the pitch angle was 30 degrees up. The crew fixated on the airspeed and stalled the aircraft about FL250. It took about a minute to hit the ground. -----Original Message----- From: owner-rv10-list-server(at)matronics.com [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of orchidman Sent: Sunday, July 05, 2009 7:42 AM Subject: RV10-List: Re: Pitot cover dmaib(at)mac.com wrote: > Tell us more about that decrease to zero part! :-) > > David Maib Not a whole lot to tell. It looked like it plugged solid some where around rotate and then bled off to nothing in the following minutes. After rotate, I knew I had an unreliable airspeed so by and large, it was excluded from my cross-check. And to top it off, I had a 'low-n-slow' plane in front of me doing a full stop so I had to extend to allow him to clear the runway. It took some time to fly the pattern but I was in no rush. Overall I felt it was no big deal but did require 110% attention and concentration. Another good reason to make sure you get the best training possible. Alex, if you are listening, another thumbs up to the transition training. -------- Gary Blankenbiller RV10 - # 40674 (N2GB Flying) Read this topic online here: http://forums.matronics.com/viewtopic.php?p=251580#251580 ________________________________________________________________________________
From: "Carl Froehlich" <carl.froehlich(at)verizon.net>
Subject: Pitot test rig (was Pitot cover)
Date: Jul 05, 2009
Before first flight, or anytime you have a doubt about airspeed indication, you can do a simple but accurate check. Photo attached on the pitot test rig I made. While the one photo is with the airspeed indicator out of the plane, normal is to attach the tubing directly to the pitot tube (electrical tape makes a good seal) and test the entire system for accuracy and leaks. I used a standard blood pressure bulb to pump up the water level - it does not take much. Also attached is the conversion scale to put under the level tube to read out directly into knots. As airspeed is strictly related to differential pressure, there are no corrections for temperature, atmospheric pressure or altitude. Carl Froehlich RV-8A (500 hrs) RV-10 (fuselage) -----Original Message----- From: owner-rv10-list-server(at)matronics.com [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of orchidman Sent: Sunday, July 05, 2009 12:20 AM Subject: RV10-List: Re: Pitot cover gengrumpy(at)aol.com wrote: > The "L" shaped one from Spruce works great and for under $10. > > Never leave the pitot tube uncovered!!! > > Think the surprise had you been heading off into IMC...... > > grumpy > N184JM > I knew I would need a cover but put off getting one. Right now I have some of the blue painters tape keeping the little guys out with a tail hanging about to the floor. Monday, I will order the larger of the 2 sizes. Thanks. Before my first flight there were several of the 'airport bums' [Wink] asking when was I going to do my high speed taxing and I would reply back Van's thoughts about not doing them. This plane accelerates so fast that I cross check the engine instruments while watching outside until almost rotate speed and then check the airspeed indicator. It was low but not that low so I did what the plane told me it wanted to do. I felt safer flying the plane then trying to do a high speed abort on the runway. With my past training and the flying of my -10, I feel comfortable flying the plane by the seat of my pants, sounds and visual cues. For new pilots, I sure hope that your flight instructors give you good training on partial panel, including full loss of airspeed. You never know when it will be used. Mine went up to about 70 KIAS and then did a genital decrease to zero. The comment about if I was in the soup, well I would fly the plane first and then later on, with my 496, bring up the instrument screen. It has a GPS airspeed which would give you something in the ball park. Combine that with the winds for the airport and you should be within 10 knots, more then safe for lowering flaps and starting an approach. This is a great plane !!!! -------- Gary Blankenbiller RV10 - # 40674 (N2GB Flying) Read this topic online here: http://forums.matronics.com/viewtopic.php?p=251547#251547 ________________________________________________________________________________
From: James Ochs <jochs(at)froody.org>
Subject: Builders in the Kentucky area?
Date: Jul 05, 2009
Hi All, I just moved from Sunnyvale, CA to Jamestown, KY and I'm looking for any local rv'ers and an EAA chapter in the area (as well as a good FBO to rent from / work on my instrument at.... are there any builders in the area? Thanks, James ________________________________________________________________________________
Date: Jul 05, 2009
From: Linn Walters <pitts_pilot(at)bellsouth.net>
Subject: Re: Pitot cover
The cheapest and most available thing is a pipe cleaner. Bend it in the shape of a tall cowboy hat with the brim turned up. slip the long end in the pitot tube. Also works to keep critters out of the gas tank vents. You can leave them in with exception of pitot tube if you have even an inkling of using pitot heat. Also won't work on pitots with tiny holes. Linn orchidman wrote: > > > gengrumpy(at)aol.com wrote: >> The "L" shaped one from Spruce works great and for under $10. >> >> Never leave the pitot tube uncovered!!! >> >> Think the surprise had you been heading off into IMC...... >> >> grumpy >> N184JM >> > > I knew I would need a cover but put off getting one. Right now I have some of the blue painters tape keeping the little guys out with a tail hanging about to the floor. Monday, I will order the larger of the 2 sizes. > Thanks. > > Before my first flight there were several of the 'airport bums' [Wink] asking when was I going to do my high speed taxing and I would reply back Van's thoughts about not doing them. This plane accelerates so fast that I cross check the engine instruments while watching outside until almost rotate speed and then check the airspeed indicator. It was low but not that low so I did what the plane told me it wanted to do. I felt safer flying the plane then trying to do a high speed abort on the runway. > With my past training and the flying of my -10, I feel comfortable flying the plane by the seat of my pants, sounds and visual cues. > > For new pilots, I sure hope that your flight instructors give you good training on partial panel, including full loss of airspeed. You never know when it will be used. > > Mine went up to about 70 KIAS and then did a genital decrease to zero. > The comment about if I was in the soup, well I would fly the plane first and then later on, with my 496, bring up the instrument screen. It has a GPS airspeed which would give you something in the ball park. Combine that with the winds for the airport and you should be within 10 knots, more then safe for lowering flaps and starting an approach. > > This is a great plane !!!! > > -------- > Gary Blankenbiller > RV10 - # 40674 > (N2GB Flying) > > > > > Read this topic online here: > > http://forums.matronics.com/viewtopic.php?p=251547#251547 > > > > > > > > > > > ________________________________________________________________________________
Subject: Re: Pitot cover
From: "Jim Berry" <jimberry(at)qwest.net>
Date: Jul 05, 2009
Orchidman wrote "Mine went up to about 70 KIAS and then did a genital decrease to zero." Over the years I have seen a lot of guys in the office whose genitals suffered a decrease, but I never knew it could affect their airspeed. Jim Berry 40482 N15JB Read this topic online here: http://forums.matronics.com/viewtopic.php?p=251620#251620 ________________________________________________________________________________
Subject: Re: Pitot cover
From: "Strasnuts" <sean(at)braunandco.com>
Date: Jul 05, 2009
I know some severe cases of genital decrease is caused by acute pucker factor. -------- Cust. #40936 A&P, ATP typed CE-525(s), CE-500 RV-10 Wingtips N801VR reserved Read this topic online here: http://forums.matronics.com/viewtopic.php?p=251623#251623 ________________________________________________________________________________
Subject: Re: Pitot cover
From: "Strasnuts" <sean(at)braunandco.com>
Date: Jul 05, 2009
http://www.aopa.org/asf/epilot_acc/mia04la070.html?WT.mc_id0703epilot&WT.mc_sect=sap This is a story of a Cirrus that was washed with tap water and had contamination in the pitot system. he had erratic gauges then deployed his parachute. He forgot to use the alternate static source which would have worked. The NTSB hinted that the cause was flouride in the tap water. -------- Cust. #40936 A&P, ATP typed CE-525(s), CE-500 RV-10 SB Fuselage N801VR reserved Read this topic online here: http://forums.matronics.com/viewtopic.php?p=251625#251625 ________________________________________________________________________________
Subject: Re: Pitot cover
From: "orchidman" <gary(at)wingscc.com>
Date: Jul 05, 2009
Jim Berry wrote: > Orchidman wrote "Mine went up to about 70 KIAS and then did a genital decrease to zero." > > Over the years I have seen a lot of guys in the office whose genitals suffered a decrease, but I never knew it could affect their airspeed. > > Jim Berry > 40482 > N15JB Isn't spell check great [Rolling Eyes] but you have to hit the right option also. -------- Gary Blankenbiller RV10 - # 40674 (N2GB Flying) Read this topic online here: http://forums.matronics.com/viewtopic.php?p=251626#251626 ________________________________________________________________________________
Subject: Re: Pitot cover
From: "doctornigel" <nschultz3(at)cfl.rr.com>
Date: Jul 05, 2009
The NTSB wasn't hinting at fluoride being the cause, but that the water's source was from tap water and not condensation or rain. However here is proof of fluoride's general danger. Read this topic online here: http://forums.matronics.com/viewtopic.php?p=251636#251636 Attachments: http://forums.matronics.com//files/flouridevscommunism_211.jpg ________________________________________________________________________________
Date: Jul 05, 2009
Subject: spare fuel caps for sale
From: Dave Saylor <dave.saylor.aircrafters(at)gmail.com>
Builders, I have a new-in-box Newton non-locking deluxe fuel cap and flange, plus an extra cap. Van's price is $100; their P/N is FUEL CAP DELUX. This is the upgrade cap intended for slow-build tanks. It doesn't fit an existing tank. I'll take $65 for the complete set including an extra cap, which is a nice thing to have in the plane. First come first served. -- Dave Saylor AirCrafters LLC 140 Aviation Way Watsonville, CA 95076 831-722-9141 Shop 831-750-0284 Cell ________________________________________________________________________________
Date: Jul 05, 2009
From: Linn Walters <pitts_pilot(at)bellsouth.net>
Subject: Re: RV10 windshield crazing
I don't know for sure, but it's probably acrylic (read plexiglas). Almost all windshields are made from acrylic because it retains it's clarity when being formed. Crazing is small cracks in the interior of the acrylic. No fix for crazing. I think crazing is due to large temp differences between the surfaces and/or temp cycling. Acrylics become brittle with age. Acrylics can be bonded together ..... you can 'fix' a crack and it will be structurally sound but the line will still be there although fainter than the crack. Robert Brunkenhoefer wrote: > > > what is the composition of our stock vans windshield/? can crazing be > repaired/ robert > On Jul 5, 2009, at 5:53 PM, John Cumins wrote: ________________________________________________________________________________
Date: Jul 05, 2009
From: Linn Walters <pitts_pilot(at)bellsouth.net>
Subject: doors
I've been working on installing the doors. For those of you that have completed that step, when y ou open the doors, does the gas cylinder stop so that both doors open the same amount ..... are they mirror images of each other???? If so, and tghey didn't start out that way .... what was the fix??? Linn ________________________________________________________________________________
Subject: Re: doors
From: "Lenny Iszak" <lenard(at)rapiddecision.com>
Date: Jul 05, 2009
Lynn, I would have never thought about this myself, but someone mentioned here a while ago that he has seen a few RV-10s with doors that aren't symmetrical when opened. When installing the 2nd door strut, I lined up the doors then drilled the strut attach bracket with the door strut (not the aluminum jig) installed and extended. It worked out good. Lenny Read this topic online here: http://forums.matronics.com/viewtopic.php?p=251669#251669 ________________________________________________________________________________
From: Robert Brunkenhoefer <rebrunk42(at)gmail.com>
Subject: Re: RV10 windshield crazing
Date: Jul 05, 2009
Good info.I now need to find a replacement and an installer. Ideas? suggestions? Sent from my iPhone Robert E. Brunkenhoefer Brunkenhoefer Law Firm, P.C. 520 Lawrence St. Corpus Christi, Texas 78401 Phone: 361-888-8808 Facsimile: 361-888-6753 robert(at)brunklaw.com On Jul 5, 2009, at 7:53 PM, Linn Walters wrote: > > > > I don't know for sure, but it's probably acrylic (read plexiglas). > Almost all windshields are made from acrylic because it retains it's > clarity when being formed. > > Crazing is small cracks in the interior of the acrylic. No fix for > crazing. I think crazing is due to large temp differences between > the surfaces and/or temp cycling. Acrylics become brittle with age. > > Acrylics can be bonded together ..... you can 'fix' a crack and it > will be structurally sound but the line will still be there although > fainter than the crack. > > Robert Brunkenhoefer wrote: >> > >> >> what is the composition of our stock vans windshield/? can crazing >> be repaired/ robert >> On Jul 5, 2009, at 5:53 PM, John Cumins wrote: > > ________________________________________________________________________________
Subject: Re: Pitot test rig (was Pitot cover)
From: "orchidman" <gary(at)wingscc.com>
Date: Jul 06, 2009
I built and used the one from the EZ people at: http://www.iflyez.com/manometer.shtml -------- Gary Blankenbiller RV10 - # 40674 (N2GB Flying) Read this topic online here: http://forums.matronics.com/viewtopic.php?p=251702#251702 ________________________________________________________________________________
Subject: Signs of the times
From: "johngoodman" <johngoodman(at)earthlink.net>
Date: Jul 06, 2009
I was cleaning out old brochures collected from Sun 'n fun over the years and noticed that Trade-A-Plane is getting smaller. Here are the differences between 2008 and 2009: 160 versus 128 pages. 2009 is 5/8" less tall and 5/8" less wide. 2008 had glossy outside pages plus some glossy inside - 2009 has none. The prices aren't smaller, however..... John :) -------- #40572 QB Fuselage, wings finished. Finish Kit started. N711JG reserved Read this topic online here: http://forums.matronics.com/viewtopic.php?p=251745#251745 ________________________________________________________________________________
Subject: Garmin SL30/40/480 Service Bulletin 0921
From: "jayb" <jaybrinkmeyer(at)yahoo.com>
Date: Jul 06, 2009
Don't recall where I ran across this SB, but it applies to Garmin SL30, 40 and 480/CNX80 units. Deadline is 6/31/2010 for free fix. www.secure4host.net/upload/files/GarminSB0921.pdf Regards, Jay Read this topic online here: http://forums.matronics.com/viewtopic.php?p=251747#251747 ________________________________________________________________________________
Subject: Alodine pens on eBay
Date: Jul 06, 2009
From: "Dawson-Townsend,Timothy" <tdawson-townsend(at)aurora.aero>
I recently got an Alodine 1132 "pen" on eBay for $39.95. Fellow had some more at the time - might still have some if you search eBay for it . . . TDT 40025 Tim Dawson-Townsend tdt(at)aurora.aero 617-500-4812 (office) 617-905-4800 (mobile) ________________________________________________________________________________
From: "Steven DiNieri" <capsteve(at)iflyrv10.com>
Subject: RV10 DOOR NEEDED
Date: Jul 06, 2009
does anybody have a door off their rv10 that was replaced for any reason that they would like to sell? I need to make another display for some of my products and I'd like to use a real door. any condition will do... steve dinieri iflyrv10.com ________________________________________________________________________________
Subject: Re: 2009 OSH RV-10 HQ Camping Info
From: "bcondrey" <bob.condrey(at)baesystems.com>
Date: Jul 06, 2009
Every year it seems like there are people that show up at OSH and then ask if they can get a site with the big group. If you've been there before it's understandable that it's unlikely that there will be any empty sites near us. The only other option would be to encroach on existing sites which isn't fair to the people that planned ahead. Not trying to be hard-nosed here, but if you want a site with the group and haven't yet sent payment it's time to get into gear. We are now 2 weeks out from actually staking out the sites, meaning that I'll need to have payment in my hands absolutely no later than Friday 7/17. For more info: http://www.myrv10.com/osh/ Bob Read this topic online here: http://forums.matronics.com/viewtopic.php?p=251786#251786 ________________________________________________________________________________
From: "John Cumins" <jcumins(at)jcis.net>
Subject: spare fuel caps for sale
Date: Jul 06, 2009
Dave What's the advantage of these over the stock caps?? John G. Cumins President JC'S Interactive Systems 2499 B1 Martin Rd Fairfield Ca 94533 707-425-7100 707-425-7576 Fax Your Total Technology Solution Provider From: owner-rv10-list-server(at)matronics.com [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Dave Saylor Sent: Sunday, July 05, 2009 4:47 PM Subject: RV10-List: spare fuel caps for sale Builders, I have a new-in-box Newton non-locking deluxe fuel cap and flange, plus an extra cap. Van's price is $100; their P/N is FUEL CAP DELUX. This is the upgrade cap intended for slow-build tanks. It doesn't fit an existing tank. I'll take $65 for the complete set including an extra cap, which is a nice thing to have in the plane. First come first served. -- Dave Saylor AirCrafters LLC 140 Aviation Way Watsonville, CA 95076 831-722-9141 Shop 831-750-0284 Cell ________________________________________________________________________________
Subject: Re: Dimple wing walk area
Date: Jul 06, 2009
From: nicholscatoauto(at)aol.com
I guess nobody dimpled the wing walk area but me. I did call Vans to see what they had to say and they were no help at all. I guess I will go ahead and dimple the rest of the holes. Just for clarity I am not talking about the row of rivets with the nut plates on them. Thanks Jeff Nichols -----Original Message----- From: nicholscatoauto(at)aol.com Sent: Sat, Jul 4, 2009 1:52 pm Subject: RV10-List: Dimple wing walk area I started to dimple the wing walk area before I read it should be machine countersunk. I am hoping someone else dimpled these areas and it worked out fine. My question is should I continue on and dimple all three layers or buy some new parts and machine counter sink like it says? What benefit is machine countersinking in this area? I should know by now to read ahead three times before proceeding. Thanks for any help, Jeff Nichols #40648 Save energy, paper and money -- get the Green Toolbar. ________________________________________________________________________________
From: Michael Kraus <n223rv(at)wolflakeairport.net>
Subject: Re: Dimple wing walk area
Date: Jul 06, 2009
I dimpled all mine on purpose. No issues. Sent from my iPhone On Jul 6, 2009, at 4:47 PM, nicholscatoauto(at)aol.com wrote: > I guess nobody dimpled the wing walk area but me. I did call Vans to > see what they had to say and they were no help at all. I guess I > will go ahead and dimple the rest of the holes. Just for clarity I > am not talking about the row of rivets with the nut plates on them. > > Thanks > Jeff Nichols > > > -----Original Message----- > From: nicholscatoauto(at)aol.com > To: rv10-list(at)matronics.com > Sent: Sat, Jul 4, 2009 1:52 pm > Subject: RV10-List: Dimple wing walk area > > I started to dimple the wing walk area before I read it should be > machine countersunk. I am hoping someone else dimpled these areas > and it worked out fine. My question is should I continue on and > dimple all three layers or buy some new parts and machine counter > sink like it says? What benefit is machine countersinking in this > area? I should know by now to read ahead three times before > proceeding. > > Thanks for any help, > > Jeff Nichols > #40648 > > Save energy, paper and money -- get the Green Toolbar. > > > Stay cool with this summer's hottest movies. Moviefone brings you > trailers, celebrities, movie showtimes and tickets! > > ________________________________________________________________________________
Subject: Re: Dimple wing walk area
Date: Jul 06, 2009
From: nicholscatoauto(at)aol.com
Thanks for the reply. I feel much better moving on now. Jeff Nichols #40648 -----Original Message----- From: Michael Kraus <n223rv(at)wolflakeairport.net> Sent: Mon, Jul 6, 2009 4:23 pm Subject: Re: RV10-List: Dimple wing walk area I dimpled all mine on purpose. ?No issues. ? Sent from my iPhone On Jul 6, 2009, at 4:47 PM, nicholscatoauto(at)aol.com wrote: I guess nobody dimpled the wing walk area but me. I did call Vans to see what they had to say and they were no help at all. I guess I will go ahead and dimple the rest of the holes. Just for clarity I am not talking about the row of rivets with the nut plates on them. Thanks Jeff Nichols -----Original Message----- From: nicholscatoauto(at)aol.com Sent: Sat, Jul 4, 2009 1:52 pm Subject: RV10-List: Dimple wing walk area I started to dimple the wing walk area before I read it should be machine countersunk. I am hoping someone else dimpled these areas and it worked out fine. My question is should I continue on and dimple all three layers or buy some new parts and machine counter sink like it says? What benefit is machine countersinking in this area? I should know by now to read ahead three times before proceeding. Thanks for any help, Jeff Nichols #40648 Save energy, paper and money -- get the Green Toolbar. Stay cool with this summer's hottest movies. Moviefone brings you trailers, celebrities, movie showtimes and tickets! ________________________________________________________________________________
From: "David McNeill" <dlm46007(at)cox.net>
Subject: Signs of the times
Date: Jul 06, 2009
Your post dredged up an old memory of a TAP issue prior to the 2000 election, I believe it was a summer issue which ran a 1/2 page ad paid for and by the IRS. It reminded everyone that the date for filing an extension for the 1999 tax year either April 15 or June 15. Anyway the timeliness of the ad was very much in question as well as the venue, until you remember that Al Gore was running for POTUS. Then the government payback for a political contribution makes sense. -----Original Message----- From: owner-rv10-list-server(at)matronics.com [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of johngoodman Sent: Monday, July 06, 2009 7:52 AM Subject: RV10-List: Signs of the times --> I was cleaning out old brochures collected from Sun 'n fun over the years and noticed that Trade-A-Plane is getting smaller. Here are the differences between 2008 and 2009: 160 versus 128 pages. 2009 is 5/8" less tall and 5/8" less wide. 2008 had glossy outside pages plus some glossy inside - 2009 has none. The prices aren't smaller, however..... John :) -------- #40572 QB Fuselage, wings finished. Finish Kit started. N711JG reserved Read this topic online here: http://forums.matronics.com/viewtopic.php?p=251745#251745 ________________________________________________________________________________
Subject: Re: Signs of the times
From: "johngoodman" <johngoodman(at)earthlink.net>
Date: Jul 06, 2009
You're kidding, right? -------- #40572 QB Fuselage, wings finished. Finish Kit started. N711JG reserved Read this topic online here: http://forums.matronics.com/viewtopic.php?p=251871#251871 ________________________________________________________________________________
From: "David McNeill" <dlm46007(at)cox.net>
Subject: Re: Signs of the times
Date: Jul 06, 2009
No, that was for real. I thought at the time: Why an ad in Summer for something that was already past but it wasn't too hard to make a probable connection between a campaign contribution and a payback by having the then administrative branch of government place a half page ad. It was after all Tennessee and the POTUS wanna be's home was there. -----Original Message----- From: owner-rv10-list-server(at)matronics.com [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of johngoodman Sent: Monday, July 06, 2009 8:22 PM Subject: RV10-List: Re: Signs of the times --> You're kidding, right? -------- #40572 QB Fuselage, wings finished. Finish Kit started. N711JG reserved Read this topic online here: http://forums.matronics.com/viewtopic.php?p=251871#251871 ________________________________________________________________________________
Subject: LSE cooling
From: "partner14" <building_partner(at)yahoo.com>
Date: Jul 06, 2009
For those of you with the Lightspeed ignition, how are you cooling the main box? Spruce carries several cooling fans, most with multiple ports. Is this the only answer? -------- Don A. McDonald 40636 Read this topic online here: http://forums.matronics.com/viewtopic.php?p=251881#251881 ________________________________________________________________________________
Subject: Re: Signs of the times
From: "johngoodman" <johngoodman(at)earthlink.net>
Date: Jul 07, 2009
I guess you missed my point - what does that have to do with Trade-A-Plane? John -------- #40572 QB Fuselage, wings finished. Finish Kit started. N711JG reserved Read this topic online here: http://forums.matronics.com/viewtopic.php?p=251897#251897 ________________________________________________________________________________
Subject: Re: LSE cooling
From: "orchidman" <gary(at)wingscc.com>
Date: Jul 07, 2009
partner14 wrote: > For those of you with the Lightspeed ignition, how are you cooling the main box? Spruce carries several cooling fans, most with multiple ports. Is this the only answer? I am using Stein's 3 output fan. 1. LSE 2. 430W 3. 327 That's all I needed. -------- Gary Blankenbiller RV10 - # 40674 (N2GB Flying) Read this topic online here: http://forums.matronics.com/viewtopic.php?p=251911#251911 ________________________________________________________________________________
Subject: LSE cooling
Date: Jul 07, 2009
From: "Condrey, Bob (US SSA)" <bob.condrey(at)baesystems.com>
I have a 3 port avionics blower. One of the ports is split into 2 outputs to feed each of my LSE ignitions (3/8" air inlets). According to Klaus you don't need much volume, just something to move the air around so just about anything you pick will do fine. Bob -----Original Message----- From: owner-rv10-list-server(at)matronics.com [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of partner14 Sent: Tuesday, July 07, 2009 12:52 AM Subject: RV10-List: LSE cooling For those of you with the Lightspeed ignition, how are you cooling the main box? Spruce carries several cooling fans, most with multiple ports. Is this the only answer? -------- Don A. McDonald 40636 Read this topic online here: http://forums.matronics.com/viewtopic.php?p=251881#251881 ________________________________________________________________________________
From: Robert Brunkenhoefer <rebrunk42(at)gmail.com>
Subject: Re: LSE cooling
Date: Jul 07, 2009
that's what i use. hooking one port to the cooling intake port on the unit. klaus said to do it that way. robert On Jul 7, 2009, at 12:51 AM, partner14 wrote: > > > > For those of you with the Lightspeed ignition, how are you cooling > the main box? Spruce carries several cooling fans, most with > multiple ports. Is this the only answer? > > -------- > Don A. McDonald > 40636 > > > Read this topic online here: > > http://forums.matronics.com/viewtopic.php?p=251881#251881 > > ________________________________________________________________________________
Subject: local training?
Date: Jul 07, 2009
From: "Dawson-Townsend,Timothy" <tdawson-townsend(at)aurora.aero>
Listers: Issue: want to log some more hours in something with a constant-speed prop. What aircraft that I might find somewhere at local flight schools might be most "like" an RV-10? My best idea so far is a DA40 - has a center stick, constant speed, a little low on the HP Other ideas? TDT Tim Dawson-Townsend 40025 tdt(at)aurora.aero 617-500-4812 (office) 617-905-4800 (mobile) ________________________________________________________________________________
From: "David McNeill" <dlm46007(at)cox.net>
Subject: local training?
Date: Jul 07, 2009
Piper Dakota. same HP, constant prop, fixed gear. _____ From: owner-rv10-list-server(at)matronics.com [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Dawson-Townsend,Timothy Sent: Tuesday, July 07, 2009 11:51 AM Subject: RV10-List: local training? Listers: Issue: want to log some more hours in something with a constant-speed prop. What aircraft that I might find somewhere at local flight schools might be most "like" an RV-10? My best idea so far is a DA40 - has a center stick, constant speed, a little low on the HP Other ideas? TDT Tim Dawson-Townsend 40025 tdt(at)aurora.aero 617-500-4812 (office) 617-905-4800 (mobile) ________________________________________________________________________________
From: "John Jessen" <n212pj(at)gmail.com>
Subject: local training?
Date: Jul 07, 2009
Not all that much like an RV-10, but you can use an Arrow to get both constant speed and complex time. It's low wing, but certainly not as powerful as the RV. Some flight schools have the Katana, which is the older 2-seat version of the DA-40. That has constant speed. Uncomfortable as hell, though. If you don't mind high wing, find a 182. Often the CAP folks rent out their 182's. Helps pay their bills. John J _____ From: owner-rv10-list-server(at)matronics.com [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Dawson-Townsend,Timothy Sent: Tuesday, July 07, 2009 11:51 AM Subject: RV10-List: local training? Listers: Issue: want to log some more hours in something with a constant-speed prop. What aircraft that I might find somewhere at local flight schools might be most "like" an RV-10? My best idea so far is a DA40 - has a center stick, constant speed, a little low on the HP Other ideas? TDT Tim Dawson-Townsend 40025 tdt(at)aurora.aero 617-500-4812 (office) 617-905-4800 (mobile) ________________________________________________________________________________
From: "David McNeill" <dlm46007(at)cox.net>
Subject: local training?
Date: Jul 07, 2009
If you are renting be sure and have some short term renter's insurance. You don't want the rentor's insurance company subrogating against you. The financial impact of even an incident is guaranteed to complicate the RV10 build. _____ From: owner-rv10-list-server(at)matronics.com [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of John Jessen Sent: Tuesday, July 07, 2009 12:17 PM Subject: RE: RV10-List: local training? Not all that much like an RV-10, but you can use an Arrow to get both constant speed and complex time. It's low wing, but certainly not as powerful as the RV. Some flight schools have the Katana, which is the older 2-seat version of the DA-40. That has constant speed. Uncomfortable as hell, though. If you don't mind high wing, find a 182. Often the CAP folks rent out their 182's. Helps pay their bills. John J _____ From: owner-rv10-list-server(at)matronics.com [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Dawson-Townsend,Timothy Sent: Tuesday, July 07, 2009 11:51 AM Subject: RV10-List: local training? Listers: Issue: want to log some more hours in something with a constant-speed prop. What aircraft that I might find somewhere at local flight schools might be most "like" an RV-10? My best idea so far is a DA40 - has a center stick, constant speed, a little low on the HP Other ideas? TDT Tim Dawson-Townsend 40025 tdt(at)aurora.aero 617-500-4812 (office) 617-905-4800 (mobile) href="http://www.matronics.com/Navigator?RV10-List">http://www.matronics.com /Navigator?RV10-List href="http://forums.matronics.com">http://forums.matronics.com href="http://www.matronics.com/contribution">http://www.matronics.com/c ________________________________________________________________________________
Subject: local training?
Date: Jul 07, 2009
From: "Condrey, Bob (US SSA)" <bob.condrey(at)baesystems.com>
Tim, I wouldn't worry about trying to find something that "like" an RV-10 because you really won't. Find something that's fixed gear and constant speed and go with it - that will get you in the groove of dealing with the blue knob. I don't know what you're used to flying but it's likely that the two biggest transition areas are going to be speed management and the avionics. If you're going with a G900 panel and can find a rental with a G1000 and constant speed prop that would be ideal. The stick will take just a few minutes to get used to. Bob _____ From: owner-rv10-list-server(at)matronics.com [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Dawson-Townsend,Timothy Sent: Tuesday, July 07, 2009 1:51 PM Subject: RV10-List: local training? Listers: Issue: want to log some more hours in something with a constant-speed prop. What aircraft that I might find somewhere at local flight schools might be most "like" an RV-10? My best idea so far is a DA40 - has a center stick, constant speed, a little low on the HP Other ideas? TDT Tim Dawson-Townsend 40025 tdt(at)aurora.aero 617-500-4812 (office) 617-905-4800 (mobile) ________________________________________________________________________________
Subject: Visiting Osh and California
From: "Michael Wellenzohn" <rv-10(at)wellenzohn.net>
Date: Jul 07, 2009
Hi Listers, I'll be in Osh with my wife and after that we are planning through California. I was just wondering if there are any flying RV-10 there to visit. Best Regards Michael Switzerland www.wellenzohn.net -------- RV-10 builder (avionics, wiring) #511 Read this topic online here: http://forums.matronics.com/viewtopic.php?p=251996#251996 ________________________________________________________________________________
From: "Rene Felker" <rene(at)felker.com>
Subject: local training?
Date: Jul 07, 2009
Also need to make sure it is high performance. Will need that sign off. >200HP. Beech Sierra won't work, or anything else with a 200HP motor. Don't know what is in a DA-40. Rene' Felker RV-10 N423CF Flying 801-721-6080 From: owner-rv10-list-server(at)matronics.com [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of John Jessen Sent: Tuesday, July 07, 2009 1:17 PM Subject: RE: RV10-List: local training? Not all that much like an RV-10, but you can use an Arrow to get both constant speed and complex time. It's low wing, but certainly not as powerful as the RV. Some flight schools have the Katana, which is the older 2-seat version of the DA-40. That has constant speed. Uncomfortable as hell, though. If you don't mind high wing, find a 182. Often the CAP folks rent out their 182's. Helps pay their bills. John J _____ From: owner-rv10-list-server(at)matronics.com [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Dawson-Townsend,Timothy Sent: Tuesday, July 07, 2009 11:51 AM Subject: RV10-List: local training? Listers: Issue: want to log some more hours in something with a constant-speed prop. What aircraft that I might find somewhere at local flight schools might be most "like" an RV-10? My best idea so far is a DA40 - has a center stick, constant speed, a little low on the HP Other ideas? TDT Tim Dawson-Townsend 40025 tdt(at)aurora.aero 617-500-4812 (office) 617-905-4800 (mobile) href="http://www.matronics.com/Navigator?RV10-List">http://www.matronics.com /Navigator?RV10-List href="http://forums.matronics.com">http://forums.matronics.com href="http://www.matronics.com/contribution">http://www.matronics.com/c ________________________________________________________________________________
From: "Bob Leffler" <rv(at)thelefflers.com>
Subject: Visiting Osh and California
Date: Jul 07, 2009
There will be at least seven at OSH. http://www.myrv10.com/osh/2009_Campsites.html You can check Tim's Builders list to see if any are in the cities that you'll be visiting. http://www.myrv10.com/builderslist You need to register first to get access, if you haven't already. -----Original Message----- From: owner-rv10-list-server(at)matronics.com [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Michael Wellenzohn Sent: Tuesday, July 07, 2009 3:52 PM Subject: RV10-List: Visiting Osh and California Hi Listers, I'll be in Osh with my wife and after that we are planning through California. I was just wondering if there are any flying RV-10 there to visit. Best Regards Michael Switzerland www.wellenzohn.net -------- RV-10 builder (avionics, wiring) #511 Read this topic online here: http://forums.matronics.com/viewtopic.php?p=251996#251996 ________________________________________________________________________________
From: "John Jessen" <n212pj(at)gmail.com>
Subject: local training?
Date: Jul 07, 2009
The Arrow is usually classified as high performance, if memory serves. But, you certainly don't need complex. I think a Dakota would be the other Piper choice, maybe even a better solution. You just need to be familiar with handling the prop, so really anything that has 210 and over in horsepower and a constant speed should be okay. _____ From: owner-rv10-list-server(at)matronics.com [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Rene Felker Sent: Tuesday, July 07, 2009 12:54 PM Subject: RE: RV10-List: local training? Also need to make sure it is high performance. Will need that sign off. >200HP. Beech Sierra won't work, or anything else with a 200HP motor. Don't know what is in a DA-40. Rene' Felker RV-10 N423CF Flying 801-721-6080 From: owner-rv10-list-server(at)matronics.com [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of John Jessen Sent: Tuesday, July 07, 2009 1:17 PM Subject: RE: RV10-List: local training? Not all that much like an RV-10, but you can use an Arrow to get both constant speed and complex time. It's low wing, but certainly not as powerful as the RV. Some flight schools have the Katana, which is the older 2-seat version of the DA-40. That has constant speed. Uncomfortable as hell, though. If you don't mind high wing, find a 182. Often the CAP folks rent out their 182's. Helps pay their bills. John J _____ From: owner-rv10-list-server(at)matronics.com [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Dawson-Townsend,Timothy Sent: Tuesday, July 07, 2009 11:51 AM Subject: RV10-List: local training? Listers: Issue: want to log some more hours in something with a constant-speed prop. What aircraft that I might find somewhere at local flight schools might be most "like" an RV-10? My best idea so far is a DA40 - has a center stick, constant speed, a little low on the HP Other ideas? TDT Tim Dawson-Townsend 40025 tdt(at)aurora.aero 617-500-4812 (office) 617-905-4800 (mobile) href="http://www.matronics.com/Navigator?RV10-List">http://www.matronics.com /Navigator?RV10-List href="http://forums.matronics.com">http://forums.matronics.com href="http://www.matronics.com/contribution">http://www.matronics.com/c http://www.matronics.com/Navigator?RV10-List http://forums.matronics.com http://www.matronics.com/contribution ________________________________________________________________________________
Date: Jul 07, 2009
From: Kelly McMullen <kellym(at)aviating.com>
Subject: Re: local training?
Only the 210 hp Turbo Arrow would be high performance. The 180hp and most common 200hp Arrows are only complex, not HP. Of the low wing variety only the SR20 and 22 are going to be similar. Piper Dakota or PA-28-235 Pathfinder would work. In fact older SR22's are selling for about what a nice RV-10 costs to build. Lancair/Columbia/Cessna 350 might work but is a bit hotter and higher hp. John Jessen wrote: > The Arrow is usually classified as high performance, if memory serves. > But, you certainly don't need complex. I think a Dakota would be the > other Piper choice, maybe even a better solution. You just need to be > familiar with handling the prop, so really anything that has 210 and > over in horsepower and a constant speed should be okay. > > ------------------------------------------------------------------------ > *From:* owner-rv10-list-server(at)matronics.com > [mailto:owner-rv10-list-server(at)matronics.com] *On Behalf Of *Rene Felker > *Sent:* Tuesday, July 07, 2009 12:54 PM > *To:* rv10-list(at)matronics.com > *Subject:* RE: RV10-List: local training? > > Also need to make sure it is high performance. Will need that sign > off. >200HP. Beech Sierra wont work, or anything else with a 200HP > motor. Dont know what is in a DA-40. > > > > Rene' Felker > > RV-10 N423CF Flying > > 801-721-6080 > > *From:* owner-rv10-list-server(at)matronics.com > [mailto:owner-rv10-list-server(at)matronics.com] *On Behalf Of *John Jessen > *Sent:* Tuesday, July 07, 2009 1:17 PM > *To:* rv10-list(at)matronics.com > *Subject:* RE: RV10-List: local training? > > > > Not all that much like an RV-10, but you can use an Arrow to get both > constant speed and complex time. It's low wing, but certainly not as > powerful as the RV. Some flight schools have the Katana, which is the > older 2-seat version of the DA-40. That has constant speed. > Uncomfortable as hell, though. If you don't mind high wing, find a > 182. Often the CAP folks rent out their 182's. Helps pay their bills. > > > > John J > > > > ------------------------------------------------------------------------ > > *From:* owner-rv10-list-server(at)matronics.com > [mailto:owner-rv10-list-server(at)matronics.com] *On Behalf Of > *Dawson-Townsend,Timothy > *Sent:* Tuesday, July 07, 2009 11:51 AM > *To:* rv10-list(at)matronics.com > *Subject:* RV10-List: local training? > > Listers: > > > > Issue: want to log some more hours in something with a constant-speed > prop. What aircraft that I might find somewhere at local flight schools > might be most like an RV-10? > > > > My best idea so far is a DA40 - has a center stick, constant speed, a > little low on the HP > > > > Other ideas? > > > TDT > > > > Tim Dawson-Townsend > > 40025 > > tdt(at)aurora.aero > > 617-500-4812 (office) > > 617-905-4800 (mobile) > > > > * * > > * * > > *href="http://www.matronics.com/Navigator?RV10-List">http://www.matronics.com/Navigator?RV10-List* > > *href="http://forums.matronics.com">http://forums.matronics.com* > > *href="http://www.matronics.com/contribution">http://www.matronics.com/c* > > * * > > * * > > ** > > ** > > ** > > ** > > ** > > ** > > *http://www.matronics.com/Navigator?RV10-List* > > ** > > ** > > ** > > *http://forums.matronics.com* > > ** > > ** > > ** > > ** > > *http://www.matronics.com/contribution* > > ** > > * * > > * > > href="http://www.matronics.com/Navigator?RV10-List">http://www.matronics.com/Navigator?RV10-List > href="http://forums.matronics.com">http://forums.matronics.com > href="http://www.matronics.com/contribution">http://www.matronics.com/c > * > > * > > > * ________________________________________________________________________________
From: "John Jessen" <n212pj(at)gmail.com>
Subject: local training?
Date: Jul 07, 2009
Kelly's correct. Now I remember getting short tempered when I had to pay extra to rent the Turbo Arrow to get the high performance rating. -----Original Message----- From: owner-rv10-list-server(at)matronics.com [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Kelly McMullen Sent: Tuesday, July 07, 2009 1:53 PM Subject: Re: RV10-List: local training? Only the 210 hp Turbo Arrow would be high performance. The 180hp and most common 200hp Arrows are only complex, not HP. Of the low wing variety only the SR20 and 22 are going to be similar. Piper Dakota or PA-28-235 Pathfinder would work. In fact older SR22's are selling for about what a nice RV-10 costs to build. Lancair/Columbia/Cessna 350 might work but is a bit hotter and higher hp. John Jessen wrote: > The Arrow is usually classified as high performance, if memory serves. > But, you certainly don't need complex. I think a Dakota would be the > other Piper choice, maybe even a better solution. You just need to be > familiar with handling the prop, so really anything that has 210 and > over in horsepower and a constant speed should be okay. > > ---------------------------------------------------------------------- > -- > *From:* owner-rv10-list-server(at)matronics.com > [mailto:owner-rv10-list-server(at)matronics.com] *On Behalf Of *Rene > Felker > *Sent:* Tuesday, July 07, 2009 12:54 PM > *To:* rv10-list(at)matronics.com > *Subject:* RE: RV10-List: local training? > > Also need to make sure it is high performance. Will need that sign > off. >200HP. Beech Sierra won't work, or anything else with a 200HP > motor. Don't know what is in a DA-40. > > > > Rene' Felker > > RV-10 N423CF Flying > > 801-721-6080 > > *From:* owner-rv10-list-server(at)matronics.com > [mailto:owner-rv10-list-server(at)matronics.com] *On Behalf Of *John > Jessen > *Sent:* Tuesday, July 07, 2009 1:17 PM > *To:* rv10-list(at)matronics.com > *Subject:* RE: RV10-List: local training? > > > > Not all that much like an RV-10, but you can use an Arrow to get both > constant speed and complex time. It's low wing, but certainly not as > powerful as the RV. Some flight schools have the Katana, which is the > older 2-seat version of the DA-40. That has constant speed. > Uncomfortable as hell, though. If you don't mind high wing, find a > 182. Often the CAP folks rent out their 182's. Helps pay their bills. > > > > John J > > > > ---------------------------------------------------------------------- > -- > > *From:* owner-rv10-list-server(at)matronics.com > [mailto:owner-rv10-list-server(at)matronics.com] *On Behalf Of > *Dawson-Townsend,Timothy > *Sent:* Tuesday, July 07, 2009 11:51 AM > *To:* rv10-list(at)matronics.com > *Subject:* RV10-List: local training? > > Listers: > > > > Issue: want to log some more hours in something with a constant-speed > prop. What aircraft that I might find somewhere at local flight > schools might be most "like" an RV-10? > > > > My best idea so far is a DA40 - has a center stick, constant speed, a > little low on the HP > > > > Other ideas? > > > TDT > > > > Tim Dawson-Townsend > > 40025 > > tdt(at)aurora.aero > > 617-500-4812 (office) > > 617-905-4800 (mobile) > > > > * * > > * * > > *href="http://www.matronics.com/Navigator?RV10-List">http://www.matron > ics.com/Navigator?RV10-List* > > *href="http://forums.matronics.com">http://forums.matronics.com* > > *href="http://www.matronics.com/contribution">http://www.matronics.com > /c* > > * * > > * * > > ** > > ** > > ** > > ** > > ** > > ** > > *http://www.matronics.com/Navigator?RV10-List* > > ** > > ** > > ** > > *http://forums.matronics.com* > > ** > > ** > > ** > > ** > > *http://www.matronics.com/contribution* > > ** > > * * > > * > > href="http://www.matronics.com/Navigator?RV10-List">http://www.matroni > cs.com/Navigator?RV10-List > href="http://forums.matronics.com">http://forums.matronics.com > href="http://www.matronics.com/contribution">http://www.matronics.com/ > c > * > > * > > > * ________________________________________________________________________________
Date: Jul 07, 2009
Subject: local training=3F?
From: "Chris Klugewicz" <ck(at)chesbay.com>
Actually, there are a couple of normally aspirated Arrows out there with 201 HP engines -- there's one at my flight school which is used for both complex and HP training. -----Original Message----- From: "John Jessen" <n212pj(at)gmail.com> Sent: Tuesday, July 7, 2009 5:18pm Subject: RE: RV10-List: local training? Kelly's correct. Now I remember getting short tempered when I had to pay extra to rent the Turbo Arrow to get the high performance rating. -----Original Message----- From: owner-rv10-list-server(at)matronics.com [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Kelly McMullen Sent: Tuesday, July 07, 2009 1:53 PM Subject: Re: RV10-List: local training? Only the 210 hp Turbo Arrow would be high performance. The 180hp and most common 200hp Arrows are only complex, not HP. Of the low wing variety only the SR20 and 22 are going to be similar. Piper Dakota or PA-28-235 Pathfinder would work. In fact older SR22's are selling for about what a nice RV-10 costs to build. Lancair/Columbia/Cessna 350 might work but is a bit hotter and higher hp. John Jessen wrote: > The Arrow is usually classified as high performance, if memory serves. > But, you certainly don't need complex. I think a Dakota would be the > other Piper choice, maybe even a better solution. You just need to be > familiar with handling the prop, so really anything that has 210 and > over in horsepower and a constant speed should be okay. > > ---------------------------------------------------------------------- > -- > *From:* owner-rv10-list-server(at)matronics.com > [mailto:owner-rv10-list-server(at)matronics.com] *On Behalf Of *Rene > Felker > *Sent:* Tuesday, July 07, 2009 12:54 PM > *To:* rv10-list(at)matronics.com > *Subject:* RE: RV10-List: local training? > > Also need to make sure it is high performance. Will need that sign > off. >200HP. Beech Sierra won't work, or anything else with a 200HP > motor. Don't know what is in a DA-40. > > > > Rene' Felker > > RV-10 N423CF Flying > > 801-721-6080 > > *From:* owner-rv10-list-server(at)matronics.com > [mailto:owner-rv10-list-server(at)matronics.com] *On Behalf Of *John > Jessen > *Sent:* Tuesday, July 07, 2009 1:17 PM > *To:* rv10-list(at)matronics.com > *Subject:* RE: RV10-List: local training? > > > > Not all that much like an RV-10, but you can use an Arrow to get both > constant speed and complex time. It's low wing, but certainly not as > powerful as the RV. Some flight schools have the Katana, which is the > older 2-seat version of the DA-40. That has constant speed. > Uncomfortable as hell, though. If you don't mind high wing, find a > 182. Often the CAP folks rent out their 182's. Helps pay their bills. > > > > John J > > > > ---------------------------------------------------------------------- > -- > > *From:* owner-rv10-list-server(at)matronics.com > [mailto:owner-rv10-list-server(at)matronics.com] *On Behalf Of > *Dawson-Townsend,Timothy > *Sent:* Tuesday, July 07, 2009 11:51 AM > *To:* rv10-list(at)matronics.com > *Subject:* RV10-List: local training? > > Listers: > > > > Issue: want to log some more hours in something with a constant-speed > prop. What aircraft that I might find somewhere at local flight > schools might be most "like" an RV-10? > > > > My best idea so far is a DA40 - has a center stick, constant speed, a > little low on the HP > > > > Other ideas? > > > TDT > > > > Tim Dawson-Townsend > > 40025 > > tdt(at)aurora.aero > > 617-500-4812 (office) > > 617-905-4800 (mobile) > > > > * * > > * * > > *href="http://www.matronics.com/Navigator?RV10-List">http://www.matron > ics.com/Navigator?RV10-List* > > *href="http://forums.matronics.com">http://forums.matronics.com* > > *href="http://www.matronics.com/contribution">http://www.matronics.com > /c* > > * * > > * * > > ** > > ** > > ** > > ** > > ** > > ** > > *http://www.matronics.com/Navigator?RV10-List* > > ** > > ** > > ** > > *http://forums.matronics.com* > > ** > > ** > > ** > > ** > > *http://www.matronics.com/contribution* > > ** > > * * > > * > > href="http://www.matronics.com/Navigator?RV10-List">http://www.matroni > cs.com/Navigator?RV10-List > href="http://forums.matronics.com">http://forums.matronics.com > href="http://www.matronics.com/contribution">http://www.matronics.com/ > c > * > > * > > > * ________________________________________________________________________________
Date: Jul 07, 2009
From: Don McDonald <building_partner(at)yahoo.com>
Subject: Re: Visiting Osh and California
We have 5 RV10's in ther Sacramento area... 2 at Lincoln LHM (Myself, Don M cDonald, and Mark Carey,- 2 at Cameron Park (Mark Starsky and Steve Barna rd, and Jim Rore in Stockton.. Don --- On Tue, 7/7/09, Michael Wellenzohn wrote: From: Michael Wellenzohn <rv-10(at)wellenzohn.net> Subject: RV10-List: Visiting Osh and California Date: Tuesday, July 7, 2009, 12:51 PM > Hi Listers, I'll be in Osh with my wife and after that we are planning through Californ ia. I was just wondering if there are any flying RV-10 there to visit. Best Regards Michael Switzerland www.wellenzohn.net -------- RV-10 builder (avionics, wiring) #511 Read this topic online here: http://forums.matronics.com/viewtopic.php?p=251996#251996 le, List Admin. =0A=0A=0A ________________________________________________________________________________
From: "Albert Gardner" <ibspud(at)roadrunner.com>
Subject: Visiting Osh and California
Date: Jul 07, 2009
You are welcome in Yuma, AZ. We are on I-8 between Phoenix and San Diego in the far SW of Arizona. 2 RV-9's and my RV-10. We'll treat you right. Albert Gardner N991RV -----Original Message----- Hi Listers, I'll be in Osh with my wife and after that we are planning through California. I was just wondering if there are any flying RV-10 there to visit. Best Regards Michael Switzerland www.wellenzohn.net -------- RV-10 builder (avionics, wiring) #511 ________________________________________________________________________________
From: "pascal" <pascal(at)rv10builder.net>
Subject: Re: Starter replacementStarter replacement
Date: Jul 07, 2009
okay, so I'm a little slow.. how does this compare to the Skytech LS that comes standard on the Lycoming engines and Van's sells? Thanks! Pascal From: Wayne Edgerton Sent: Monday, June 22, 2009 5:05 AM Subject: Re: RV10-List: Starter replacementStarter replacement Someone pointed out to me that in my post I said volts when I should have said amps. oops. Below are a few of the differences between the Sky-Tec NL & the HT model that I took out. As you can see the NL requires less amps, thus easier to make it turn over, and turns at a slower RPM, however the NL weighs in at about 1 lb more. Wayne Edgerton N602WT NL Model HT Model Current 125-185A @ 11V, 140 RPM Test 185-285A @ 11V, 160 RPM Test Gear Reduction 6.5:1 4.3:1 Weight 9.4 lbs. 8.5 lbs -----Original Message----- From: owner-rv10-list-server(at)matronics.com [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of McGann, Ron Sent: Sunday, June 21, 2009 3:58 PM Subject: RE: RV10-List: Starter replacement --> For those flying, I would be keen to know how many more issues of insufficient starter torque have been reported. I regularly need to hold the starter engaged for several seconds before the engine is pushed through compression (when the engine is cold). I was about to relace the concorde battery with an odyssey, but perhaps I need a higher torque starter?? Cheers Ron VH-XRM Flying in Oz -----Original Message----- From: owner-rv10-list-server(at)matronics.com [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Wayne Edgerton Sent: Friday, 19 June 2009 11:52 PM Subject: RV10-List: Starter replacement I don't know if any of you had the problem that I had with the starter or not. We installed the engine in 2005 with a Sky-Tec High Torque HT starter, which supposedly was the best one they had back then. Anyway, whenever I would do a cold start of the engine the prop would make about a half revolution and stop, like it didn't have enough power to it. I would then try again and it would turn fine. Another RV friend of mine on my field told me about a new starter that Sky-Tec came out with that took less volts and turned the prop slower. It's a High Torque in Line NL. This friend was having the same problem with his 7, which has high compression pistons. We both switched to this new NL starter and it solved our problem. The new starter weighed a little bit more than my old one, something like a pound. I live in TX, so cold isn't a problem but I fly up into the cold country and was worried I wasn't going to get started on some cold day. Sky-Tec are really good people located right here near me in Granbury, TX and they took my old starter in on trade against the new one and it cost me $250 to upgrade. I thought that was a pretty good deal. Anyway I just thought I would pass this along in case any of you are experiencing the same problem as I had. Wayne Edgerton N602WT ________________________________________________________________________________
Date: Jul 07, 2009
Subject: Re: Visiting Osh and California
From: Dave Saylor <dave.saylor.aircrafters(at)gmail.com>
We'll be back from OSH around August 3rd. Santa Cruz and Monterey are close by, and you're welcome to park here as long as you like. Dave Saylor--N921AC 420+ hours AirCrafters LLC 140 Aviation Way Watsonville, CA 95076 831-722-9141 Shop 831-750-0284 Cell On Tue, Jul 7, 2009 at 12:51 PM, Michael Wellenzohn wrote: > rv-10(at)wellenzohn.net> > > Hi Listers, > > I'll be in Osh with my wife and after that we are planning through > California. I was just wondering if there are any flying RV-10 there to > visit. > > Best Regards > > Michael > > Switzerland > www.wellenzohn.net > > -------- > RV-10 builder (avionics, wiring) > #511 > > > Read this topic online here: > > http://forums.matronics.com/viewtopic.php?p=251996#251996 > > -- ________________________________________________________________________________
Date: Jul 07, 2009
Subject: Re: Starter replacementStarter replacement
From: Kelly McMullen <apilot2(at)gmail.com>
Don't even think about the LS series on a 540 engine. Much higher current draw and lower torque. Likely to have difficulty even getting past first compression stroke unless you have a very healthy battery. IMHO the Kelly E drive starter is a better choice than any of the Skytech. No relation, just comparing specs and reports of satisfied users. Main difference is a clutch to protect against kickback vs Skytech uses a shear pin than requires removal of starter to replace. On Tue, Jul 7, 2009 at 3:56 PM, pascal wrote: > okay, so I'm a little slow.. how does this compare to the Skytech LS that > comes standard on the Lycoming engines and Van's sells? > Thanks! > Pascal > > *From:* Wayne Edgerton > *Sent:* Monday, June 22, 2009 5:05 AM > *To:* rv10-list(at)matronics.com > *Subject:* Re: RV10-List: Starter replacementStarter replacement > > Someone pointed out to me that in my post I said volts when I should have > said amps. oops. Below are a few of the differences between the Sky-Tec NL & > the HT model that I took out. As you can see the NL requires less amps, thus > easier to make it turn over, and turns at a slower RPM, however the NL > weighs in at about 1 lb more. > > Wayne Edgerton N602WT > > > NL Model > HT Model > > Current 125-185A @ 11V, 140 RPM > Test 185-285A @ 11V, 160 RPM Test > > Gear Reduction > 6.5:1 > 4.3:1 > > Weight 9.4 > lbs. 8.5 lbs > ________________________________________________________________________________
From: "David McNeill" <dlm46007(at)cox.net>
Subject: local training?
Date: Jul 07, 2009
Just as long as that entry in your logbook doesn't come under scrutiny by the FAA or an insurance company. If its certified as 200HP, the FAA is not concerned that somebody has tests showing 201HP for a given engine. -----Original Message----- From: owner-rv10-list-server(at)matronics.com [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Chris Klugewicz Sent: Tuesday, July 07, 2009 2:54 PM Subject: RE: RV10-List: local training? Actually, there are a couple of normally aspirated Arrows out there with 201 HP engines -- there's one at my flight school which is used for both complex and HP training. -----Original Message----- From: "John Jessen" <n212pj(at)gmail.com> Sent: Tuesday, July 7, 2009 5:18pm Subject: RE: RV10-List: local training? Kelly's correct. Now I remember getting short tempered when I had to pay extra to rent the Turbo Arrow to get the high performance rating. -----Original Message----- From: owner-rv10-list-server(at)matronics.com [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Kelly McMullen Sent: Tuesday, July 07, 2009 1:53 PM Subject: Re: RV10-List: local training? Only the 210 hp Turbo Arrow would be high performance. The 180hp and most common 200hp Arrows are only complex, not HP. Of the low wing variety only the SR20 and 22 are going to be similar. Piper Dakota or PA-28-235 Pathfinder would work. In fact older SR22's are selling for about what a nice RV-10 costs to build. Lancair/Columbia/Cessna 350 might work but is a bit hotter and higher hp. John Jessen wrote: > The Arrow is usually classified as high performance, if memory serves. > But, you certainly don't need complex. I think a Dakota would be the > other Piper choice, maybe even a better solution. You just need to be > familiar with handling the prop, so really anything that has 210 and > over in horsepower and a constant speed should be okay. > > ---------------------------------------------------------------------- > -- > *From:* owner-rv10-list-server(at)matronics.com > [mailto:owner-rv10-list-server(at)matronics.com] *On Behalf Of *Rene > Felker > *Sent:* Tuesday, July 07, 2009 12:54 PM > *To:* rv10-list(at)matronics.com > *Subject:* RE: RV10-List: local training? > > Also need to make sure it is high performance. Will need that sign > off. >200HP. Beech Sierra won't work, or anything else with a 200HP > motor. Don't know what is in a DA-40. > > > > Rene' Felker > > RV-10 N423CF Flying > > 801-721-6080 > > *From:* owner-rv10-list-server(at)matronics.com > [mailto:owner-rv10-list-server(at)matronics.com] *On Behalf Of *John > Jessen > *Sent:* Tuesday, July 07, 2009 1:17 PM > *To:* rv10-list(at)matronics.com > *Subject:* RE: RV10-List: local training? > > > > Not all that much like an RV-10, but you can use an Arrow to get both > constant speed and complex time. It's low wing, but certainly not as > powerful as the RV. Some flight schools have the Katana, which is the > older 2-seat version of the DA-40. That has constant speed. > Uncomfortable as hell, though. If you don't mind high wing, find a > 182. Often the CAP folks rent out their 182's. Helps pay their bills. > > > > John J > > > > ---------------------------------------------------------------------- > -- > > *From:* owner-rv10-list-server(at)matronics.com > [mailto:owner-rv10-list-server(at)matronics.com] *On Behalf Of > *Dawson-Townsend,Timothy > *Sent:* Tuesday, July 07, 2009 11:51 AM > *To:* rv10-list(at)matronics.com > *Subject:* RV10-List: local training? > > Listers: > > > > Issue: want to log some more hours in something with a constant-speed > prop. What aircraft that I might find somewhere at local flight > schools might be most "like" an RV-10? > > > > My best idea so far is a DA40 - has a center stick, constant speed, a > little low on the HP > > > > Other ideas? > > > TDT > > > > Tim Dawson-Townsend > > 40025 > > tdt(at)aurora.aero > > 617-500-4812 (office) > > 617-905-4800 (mobile) > > > > * * > > * * > > *href="http://www.matronics.com/Navigator?RV10-List">http://www.matron > ics.com/Navigator?RV10-List* > > *href="http://forums.matronics.com">http://forums.matronics.com* > > *href="http://www.matronics.com/contribution">http://www.matronics.com > /c* > > * * > > * * > > ** > > ** > > ** > > ** > > ** > > ** > > *http://www.matronics.com/Navigator?RV10-List* > > ** > > ** > > ** > > *http://forums.matronics.com* > > ** > > ** > > ** > > ** > > *http://www.matronics.com/contribution* > > ** > > * * > > * > > href="http://www.matronics.com/Navigator?RV10-List">http://www.matroni > cs.com/Navigator?RV10-List > href="http://forums.matronics.com">http://forums.matronics.com > href="http://www.matronics.com/contribution">http://www.matronics.com/ > c > * > > * > > > * ________________________________________________________________________________
Date: Jul 07, 2009
Subject: Re: local training?
From: Kelly McMullen <apilot2(at)gmail.com>
If it has the Lycoming IO360 engine, it IS a 200 hp engine. There are not any certified versions for fixed wing with higher rated horsepower. Even the STC for 10:1 compression pistons requires de-rating MP to limit the engine to 200 hp. It doesn't matter what the engine dyno's at, other than FAA limit is +5% of rated power. It is rated HP that matters for the HP endorsement. If school is endorsing based on some phony marketing rating, they and their students risk FAA action. On Tue, Jul 7, 2009 at 2:54 PM, Chris Klugewicz wrote: > > Actually, there are a couple of normally aspirated Arrows out there with > 201 HP engines -- there's one at my flight school which is used for both > complex and HP training. > > > -----Original Message----- > From: "John Jessen" <n212pj(at)gmail.com> > Sent: Tuesday, July 7, 2009 5:18pm > To: rv10-list(at)matronics.com > Subject: RE: RV10-List: local training? > > > Kelly's correct. Now I remember getting short tempered when I had to pay > extra to rent the Turbo Arrow to get the high performance rating. > > -----Original Message----- > From: owner-rv10-list-server(at)matronics.com > [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Kelly McMullen > Sent: Tuesday, July 07, 2009 1:53 PM > To: rv10-list(at)matronics.com > Subject: Re: RV10-List: local training? > > > Only the 210 hp Turbo Arrow would be high performance. The 180hp and most > common 200hp Arrows are only complex, not HP. Of the low wing variety only > the SR20 and 22 are going to be similar. Piper Dakota or > PA-28-235 Pathfinder would work. > In fact older SR22's are selling for about what a nice RV-10 costs to > build. > Lancair/Columbia/Cessna 350 might work but is a bit hotter and higher hp. > > John Jessen wrote: > > The Arrow is usually classified as high performance, if memory serves. > > But, you certainly don't need complex. I think a Dakota would be the > > other Piper choice, maybe even a better solution. You just need to be > > familiar with handling the prop, so really anything that has 210 and > > over in horsepower and a constant speed should be okay. > > > > ---------------------------------------------------------------------- > > -- > > *From:* owner-rv10-list-server(at)matronics.com > > [mailto:owner-rv10-list-server(at)matronics.com] *On Behalf Of *Rene > > Felker > > *Sent:* Tuesday, July 07, 2009 12:54 PM > > *To:* rv10-list(at)matronics.com > > *Subject:* RE: RV10-List: local training? > > > > Also need to make sure it is high performance. Will need that sign > > off. >200HP. Beech Sierra won't work, or anything else with a 200HP > > motor. Don't know what is in a DA-40. > > > > > > > > Rene' Felker > > > > RV-10 N423CF Flying > > > > 801-721-6080 > > > > *From:* owner-rv10-list-server(at)matronics.com > > [mailto:owner-rv10-list-server(at)matronics.com] *On Behalf Of *John > > Jessen > > *Sent:* Tuesday, July 07, 2009 1:17 PM > > *To:* rv10-list(at)matronics.com > > *Subject:* RE: RV10-List: local training? > > > > > > > > Not all that much like an RV-10, but you can use an Arrow to get both > > constant speed and complex time. It's low wing, but certainly not as > > powerful as the RV. Some flight schools have the Katana, which is the > > older 2-seat version of the DA-40. That has constant speed. > > Uncomfortable as hell, though. If you don't mind high wing, find a > > 182. Often the CAP folks rent out their 182's. Helps pay their bills. > > > > > > > > John J > > > > > > > > ---------------------------------------------------------------------- > > -- > > > > *From:* owner-rv10-list-server(at)matronics.com > > [mailto:owner-rv10-list-server(at)matronics.com] *On Behalf Of > > *Dawson-Townsend,Timothy > > *Sent:* Tuesday, July 07, 2009 11:51 AM > > *To:* rv10-list(at)matronics.com > > *Subject:* RV10-List: local training? > > > > Listers: > > > > > > > > Issue: want to log some more hours in something with a constant-speed > > prop. What aircraft that I might find somewhere at local flight > > schools might be most "like" an RV-10? > > > > > > > > My best idea so far is a DA40 - has a center stick, constant speed, a > > little low on the HP > > > > > > > > Other ideas? > > > > > > TDT > > > > > > > > Tim Dawson-Townsend > > > > 40025 > > > > tdt(at)aurora.aero > > > > 617-500-4812 (office) > > > > 617-905-4800 (mobile) > > > > > > > > * * > > > > * * > > > > *href="http://www.matronics.com/Navigator?RV10-List">http://www.matron > > ics.com/Navigator?RV10-List* > > > > *href="http://forums.matronics.com">http://forums.matronics.com* > > > > *href="http://www.matronics.com/contribution">http://www.matronics.com > > /c* > > > > * * > > > > * * > > > > ** > > > > ** > > > > ** > > > > ** > > > > ** > > > > ** > > > > *http://www.matronics.com/Navigator?RV10-List* > > > > ** > > > > ** > > > > ** > > > > *http://forums.matronics.com* > > > > ** > > > > ** > > > > ** > > > > ** > > > > *http://www.matronics.com/contribution* > > > > ** > > > > * * > > > > * > > > > href="http://www.matronics.com/Navigator?RV10-List">http://www.matroni > > cs.com/Navigator?RV10-List > > href="http://forums.matronics.com">http://forums.matronics.com > > href="http://www.matronics.com/contribution">http://www.matronics.com/ > > c > > * > > > > * > > > > > > * > > ________________________________________________________________________________
From: Tim Olson <Tim(at)MyRV10.com>
Subject: Re: local training?
Date: Jul 07, 2009
Isn't the regulation that it must be GREATER than 200 (ie 201) or it doesn't qualify for H.P.? I think if anything that the manufacturers would UNDER list them so they could sell more planes and have a larger customer base by not having them forced to have an endorsement to fly it. Tim Sent from my iPhone On Jul 7, 2009, at 6:57 PM, Kelly McMullen wrote: > If it has the Lycoming IO360 engine, it IS a 200 hp engine. There > are not any certified versions for fixed wing with higher rated > horsepower. Even the STC for 10:1 compression pistons requires de- > rating MP to limit the engine to 200 hp. It doesn't matter what the > engine dyno's at, other than FAA limit is +5% of rated power. > It is rated HP that matters for the HP endorsement. If school is > endorsing based on some phony marketing rating, they and their > students risk FAA action. > > On Tue, Jul 7, 2009 at 2:54 PM, Chris Klugewicz > wrote: > > Actually, there are a couple of normally aspirated Arrows out there > with 201 HP engines -- there's one at my flight school which is used > for both complex and HP training. > > > -----Original Message----- > From: "John Jessen" <n212pj(at)gmail.com> > Sent: Tuesday, July 7, 2009 5:18pm > To: rv10-list(at)matronics.com > Subject: RE: RV10-List: local training? > > > Kelly's correct. Now I remember getting short tempered when I had > to pay > extra to rent the Turbo Arrow to get the high performance rating. > > -----Original Message----- > From: owner-rv10-list-server(at)matronics.com > [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Kelly > McMullen > Sent: Tuesday, July 07, 2009 1:53 PM > To: rv10-list(at)matronics.com > Subject: Re: RV10-List: local training? > > > Only the 210 hp Turbo Arrow would be high performance. The 180hp and > most > common 200hp Arrows are only complex, not HP. Of the low wing > variety only > the SR20 and 22 are going to be similar. Piper Dakota or > PA-28-235 Pathfinder would work. > In fact older SR22's are selling for about what a nice RV-10 costs > to build. > Lancair/Columbia/Cessna 350 might work but is a bit hotter and > higher hp. > > John Jessen wrote: > > The Arrow is usually classified as high performance, if memory > serves. > > But, you certainly don't need complex. I think a Dakota would be > the > > other Piper choice, maybe even a better solution. You just need > to be > > familiar with handling the prop, so really anything that has 210 and > > over in horsepower and a constant speed should be okay. > > > > > ---------------------------------------------------------------------- > > -- > > *From:* owner-rv10-list-server(at)matronics.com > > [mailto:owner-rv10-list-server(at)matronics.com] *On Behalf Of *Rene > > Felker > > *Sent:* Tuesday, July 07, 2009 12:54 PM > > *To:* rv10-list(at)matronics.com > > *Subject:* RE: RV10-List: local training? > > > > Also need to make sure it is high performance. Will need that sign > > off. >200HP. Beech Sierra won't work, or anything else with a > 200HP > > motor. Don't know what is in a DA-40. > > > > > > > > Rene' Felker > > > > RV-10 N423CF Flying > > > > 801-721-6080 > > > > *From:* owner-rv10-list-server(at)matronics.com > > [mailto:owner-rv10-list-server(at)matronics.com] *On Behalf Of *John > > Jessen > > *Sent:* Tuesday, July 07, 2009 1:17 PM > > *To:* rv10-list(at)matronics.com > > *Subject:* RE: RV10-List: local training? > > > > > > > > Not all that much like an RV-10, but you can use an Arrow to get > both > > constant speed and complex time. It's low wing, but certainly not > as > > powerful as the RV. Some flight schools have the Katana, which is > the > > older 2-seat version of the DA-40. That has constant speed. > > Uncomfortable as hell, though. If you don't mind high wing, find a > > 182. Often the CAP folks rent out their 182's. Helps pay their > bills. > > > > > > > > John J > > > > > > > > > ---------------------------------------------------------------------- > > -- > > > > *From:* owner-rv10-list-server(at)matronics.com > > [mailto:owner-rv10-list-server(at)matronics.com] *On Behalf Of > > *Dawson-Townsend,Timothy > > *Sent:* Tuesday, July 07, 2009 11:51 AM > > *To:* rv10-list(at)matronics.com > > *Subject:* RV10-List: local training? > > > > Listers: > > > > > > > > Issue: want to log some more hours in something with a constant- > speed > > prop. What aircraft that I might find somewhere at local flight > > schools might be most "like" an RV-10? > > > > > > > > My best idea so far is a DA40 - has a center stick, constant > speed, a > > little low on the HP > > > > > > > > Other ideas? > > > > > > TDT > > > > > > > > Tim Dawson-Townsend > > > > 40025 > > > > tdt(at)aurora.aero > > > > 617-500-4812 (office) > > > > 617-905-4800 (mobile) > > > > > > > > * * > > > > * * > > > > *href="http://www.matronics.com/Navigator?RV10-List">http://www.matron > > ics.com/Navigator?RV10-List* > > > > *href="http://forums.matronics.com">http://forums.matronics.com* > > > > *href="http://www.matronics.com/contribution">http://www.matronics.com > > /c* > > > > * * > > > > * * > > > > ** > > > > ** > > > > ** > > > > ** > > > > ** > > > > ** > > > > *http://www.matronics.com/Navigator?RV10-List* > > > > ** > > > > ** > > > > ** > > > > *http://forums.matronics.com* > > > > ** > > > > ** > > > > ** > > > > ** > > > > *http://www.matronics.com/contribution* > > > > ** > > > > * * > > > > * > > > > href="http://www.matronics.com/Navigator?RV10-List">http://www.matroni > > cs.com/Navigator?RV10-List > > href="http://forums.matronics.com">http://forums.matronics.com > > href="http://www.matronics.com/contribution">http://www.matronics.com/ > > c > > * > > > > * > > > > > > * > > > ========== > arget="_blank">http://www.matronics.com/Navigator?RV10-List > ========== > http://forums.matronics.com > ========== > le, List Admin. > ="_blank">http://www.matronics.com/contribution > ========== > > ________________________________________________________________________________
Date: Jul 07, 2009
From: Kelly McMullen <kellym(at)aviating.com>
Subject: Re: local training?
You are correct. Only TCM makes an IO-360 rated at more than 200hp, as in 220RV, the 210hp engine. Used in very few certified aircraft without turbocharging. Tim Olson wrote: > Isn't the regulation that it must be GREATER than 200 (ie 201) or it > doesn't qualify for H.P.? I think if anything that the manufacturers > would UNDER list them so they could sell more planes and have a larger > customer base by not having them forced to have an endorsement to fly it. > Tim > > Sent from my iPhone > > On Jul 7, 2009, at 6:57 PM, Kelly McMullen > wrote: > >> If it has the Lycoming IO360 engine, it IS a 200 hp engine. There are >> not any certified versions for fixed wing with higher rated >> horsepower. Even the STC for 10:1 compression pistons requires >> de-rating MP to limit the engine to 200 hp. It doesn't matter what the >> engine dyno's at, other than FAA limit is +5% of rated power. >> It is rated HP that matters for the HP endorsement. If school is >> endorsing based on some phony marketing rating, they and their >> students risk FAA action. >> >> On Tue, Jul 7, 2009 at 2:54 PM, Chris Klugewicz < >> ck(at)chesbay.com > wrote: >> >> ck(at)chesbay.com > >> >> Actually, there are a couple of normally aspirated Arrows out >> there with 201 HP engines -- there's one at my flight school which >> is used for both complex and HP training. >> >> >> >> -----Original Message----- >> From: "John Jessen" < <mailto:n212pj(at)gmail.com>n212pj(at)gmail.com >> > >> Sent: Tuesday, July 7, 2009 5:18pm >> To: rv10-list(at)matronics.com >> >> Subject: RE: RV10-List: local training? >> >> n212pj(at)gmail.com > >> >> Kelly's correct. Now I remember getting short tempered when I had >> to pay >> extra to rent the Turbo Arrow to get the high performance rating. >> >> -----Original Message----- >> From: >> owner-rv10-list-server(at)matronics.com >> >> [mailto: >> owner-rv10-list-server(at)matronics.com >> ] On Behalf Of Kelly >> McMullen >> Sent: Tuesday, July 07, 2009 1:53 PM >> To: rv10-list(at)matronics.com >> >> Subject: Re: RV10-List: local training? >> >> kellym(at)aviating.com >> > >> >> Only the 210 hp Turbo Arrow would be high performance. The 180hp >> and most >> common 200hp Arrows are only complex, not HP. Of the low wing >> variety only >> the SR20 and 22 are going to be similar. Piper Dakota or >> PA-28-235 Pathfinder would work. >> In fact older SR22's are selling for about what a nice RV-10 costs >> to build. >> Lancair/Columbia/Cessna 350 might work but is a bit hotter and >> higher hp. >> >> John Jessen wrote: >> > The Arrow is usually classified as high performance, if memory >> serves. >> > But, you certainly don't need complex. I think a Dakota would >> be the >> > other Piper choice, maybe even a better solution. You just need >> to be >> > familiar with handling the prop, so really anything that has 210 and >> > over in horsepower and a constant speed should be okay. >> > >> > >> ---------------------------------------------------------------------- >> > -- >> > *From:* >> owner-rv10-list-server(at)matronics.com >> >> > [mailto: >> owner-rv10-list-server(at)matronics.com >> ] *On Behalf Of *Rene >> > Felker >> > *Sent:* Tuesday, July 07, 2009 12:54 PM >> > *To:* rv10-list(at)matronics.com >> >> > *Subject:* RE: RV10-List: local training? >> > >> > Also need to make sure it is high performance. Will need that sign >> > off. >200HP. Beech Sierra won't work, or anything else with a >> 200HP >> > motor. Don't know what is in a DA-40. >> > >> > >> > >> > Rene' Felker >> > >> > RV-10 N423CF Flying >> > >> > 801-721-6080 >> > >> > *From:* >> owner-rv10-list-server(at)matronics.com >> >> > [mailto: >> owner-rv10-list-server(at)matronics.com >> ] *On Behalf Of *John >> > Jessen >> > *Sent:* Tuesday, July 07, 2009 1:17 PM >> > *To:* rv10-list(at)matronics.com >> >> > *Subject:* RE: RV10-List: local training? >> > >> > >> > >> > Not all that much like an RV-10, but you can use an Arrow to get >> both >> > constant speed and complex time. It's low wing, but certainly >> not as >> > powerful as the RV. Some flight schools have the Katana, which >> is the >> > older 2-seat version of the DA-40. That has constant speed. >> > Uncomfortable as hell, though. If you don't mind high wing, find a >> > 182. Often the CAP folks rent out their 182's. Helps pay their >> bills. >> > >> > >> > >> > John J >> > >> > >> > >> > >> ---------------------------------------------------------------------- >> > -- >> > >> > *From:* >> owner-rv10-list-server(at)matronics.com >> >> > [mailto: >> owner-rv10-list-server(at)matronics.com >> ] *On Behalf Of >> > *Dawson-Townsend,Timothy >> > *Sent:* Tuesday, July 07, 2009 11:51 AM >> > *To:* rv10-list(at)matronics.com >> >> > *Subject:* RV10-List: local training? >> > >> > Listers: >> > >> > >> > >> > Issue: want to log some more hours in something with a >> constant-speed >> > prop. What aircraft that I might find somewhere at local flight >> > schools might be most "like" an RV-10? >> > >> > >> > >> > My best idea so far is a DA40 - has a center stick, constant >> speed, a >> > little low on the HP >> > >> > >> > >> > Other ideas? >> > >> > >> > TDT >> > >> > >> > >> > Tim Dawson-Townsend >> > >> > 40025 >> > >> > tdt(at)aurora.aero >> tdt(at)aurora.aero >> > >> > >> > 617-500-4812 (office) >> > >> > 617-905-4800 (mobile) >> > >> > >> > >> > * * >> > >> > * * >> > >> > *href=" >> <http://www.matronics.com/Navigator?RV10-List>http://www.matronics.com/Navigator?RV10-List"> >> <http://www.matron>http://www.matron >> > >> <http://ics.com/Navigator?RV10-List*>ics.com/Navigator?RV10-List* >> <http://ics.com/Navigator?RV10-List*> >> > >> > *href=" >> <http://forums.matronics.com>http://forums.matronics.com"> >> <http://forums.matronics.com>http://forums.matronics.com* >> > >> > *href=" >> <http://www.matronics.com/contribution>http://www.matronics.com/contribution"> >> <http://www.matronics.com>http://www.matronics.com >> > /c* >> > >> > * * >> > >> > * * >> > >> > ** >> > >> > ** >> > >> > ** >> > >> > ** >> > >> > ** >> > >> > ** >> > >> > * >> <http://www.matronics.com/Navigator?RV10-List*>http://www.matronics.com/Navigator?RV10-List* >> > >> > ** >> > >> > ** >> > >> > ** >> > >> > * <http://forums.matronics.com>http://forums.matronics.com* >> > >> > ** >> > >> > ** >> > >> > ** >> > >> > ** >> > >> > * >> <http://www.matronics.com/contribution*>http://www.matronics.com/contribution* >> > >> > ** >> > >> > * * >> > >> > * >> > >> > href=" >> <http://www.matronics.com/Navigator?RV10-List>http://www.matronics.com/Navigator?RV10-List"> >> <http://www.matroni>http://www.matroni >> > <http://cs.com/Navigator?RV10-List>cs.com/Navigator?RV10-List >> <http://cs.com/Navigator?RV10-List> >> > href=" >> <http://forums.matronics.com>http://forums.matronics.com"> >> <http://forums.matronics.com>http://forums.matronics.com >> > href=" >> <http://www.matronics.com/contribution>http://www.matronics.com/contribution"> >> <http://www.matronics.com/>http://www.matronics.com/ >> > c >> > * >> > >> > * >> > >> > >> > * >> >> >> >> >> >> >> >> >> >> >> >> >> ========== >> arget="_blank"> >> <http://www.matronics.com/Navigator?RV10-List>http://www.matronics.com/Navigator?RV10-List >> ========== >> <http://forums.matronics.com>http://forums.matronics.com >> ========== >> le, List Admin. >> ="_blank"> >> <http://www.matronics.com/contribution>http://www.matronics.com/contribution >> ========== >> >> >> >> >> * >> >> >> * > * > > > * ________________________________________________________________________________
Subject: Re: Starter replacementStarter replacement
From: "tomhanaway" <tomhanaway(at)comcast.net>
Date: Jul 07, 2009
When I got my Lycoming IO-540 it came with the LS skytech motor. I purchased it though Van's at Sun and Fun 2008. A thread was going on at the time that recommended the NL as a better starter. Of course, I went through the stress thing of "jeez, I just bought this engine and theres already something not right :^). Anyway, I took a look at the Skytech site and they specifically had a note that the NL should be used rather than the LS. I confirmed it by speaking with Skytech. The motor had not been hung at the time, much less started. I contacted Lycoming, referred them to the Skytech website comments about the starter. Lycoming sent me a new NL starter and I returned the LS. No charge. Left me pretty impressed with the Lycoming customer service. Your mileage may vary. Tom Hanaway N519TP reserved Boynton Beach, FL Read this topic online here: http://forums.matronics.com/viewtopic.php?p=252052#252052 ________________________________________________________________________________
From: "Chris" <toaster73(at)embarqmail.com>
Subject: Re: Starter replacementStarter replacement
Date: Jul 07, 2009
Did the same except via skytec. -Chris #40072 -----Original Message----- From: owner-rv10-list-server(at)matronics.com [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of tomhanaway Sent: Tuesday, July 07, 2009 9:43 PM Subject: RV10-List: Re: Starter replacementStarter replacement When I got my Lycoming IO-540 it came with the LS skytech motor. I purchased it though Van's at Sun and Fun 2008. A thread was going on at the time that recommended the NL as a better starter. Of course, I went through the stress thing of "jeez, I just bought this engine and theres already something not right :^). Anyway, I took a look at the Skytech site and they specifically had a note that the NL should be used rather than the LS. I confirmed it by speaking with Skytech. The motor had not been hung at the time, much less started. I contacted Lycoming, referred them to the Skytech website comments about the starter. Lycoming sent me a new NL starter and I returned the LS. No charge. Left me pretty impressed with the Lycoming customer service. Your mileage may vary. Tom Hanaway N519TP reserved Boynton Beach, FL Read this topic online here: http://forums.matronics.com/viewtopic.php?p=252052#252052 ________________________________________________________________________________
Subject: Re: Pitot test rig (was Pitot cover)
From: "Lenny Iszak" <lenard(at)rapiddecision.com>
Date: Jul 07, 2009
I wonder if I could use different type of tubing for the manometer rig. I'd like to use the tubing supplied for the brakes. Would that change the readings? Lenny Read this topic online here: http://forums.matronics.com/viewtopic.php?p=252061#252061 ________________________________________________________________________________
From: "David McNeill" <dlm46007(at)cox.net>
Subject: local training?
Date: Jul 07, 2009
I submitted a proposal to the FSDO to give transition training in my RV10 commercially. I included that I would include the HP endorsement if necessary. They came back to me and said that I must agree not to give the HP endorsement. as it could be accomplished in certified aircraft. They acknowledged that I would have to train to HP proficiency but could not signoff per the agreement. I had given consideration to providing RV10 transition for the Southwest. I already had concluded that it was at best a breakeven deal, The rules on the HP endorsement were the proverbial straw which made the decision for me.. For those of you needing transition training: If you have 500-1000+ hours and a CFI friend with an RV10. It may be possible to be added to his policy as named insured a no additional cost. He cannot legally charge you for his time or aircraft but you can pay the operational expenses for the flight. This works only if your insurance requirements are small and your total time is relatively high. Otherwise your best solution may be OR or TX at $200+ per hour plus living and transportation expense. _____ From: owner-rv10-list-server(at)matronics.com [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Tim Olson Sent: Tuesday, July 07, 2009 5:42 PM Subject: Re: RV10-List: local training? Isn't the regulation that it must be GREATER than 200 (ie 201) or it doesn't qualify for H.P.? I think if anything that the manufacturers would UNDER list them so they could sell more planes and have a larger customer base by not having them forced to have an endorsement to fly it. Tim Sent from my iPhone On Jul 7, 2009, at 6:57 PM, Kelly McMullen wrote: If it has the Lycoming IO360 engine, it IS a 200 hp engine. There are not any certified versions for fixed wing with higher rated horsepower. Even the STC for 10:1 compression pistons requires de-rating MP to limit the engine to 200 hp. It doesn't matter what the engine dyno's at, other than FAA limit is +5% of rated power. It is rated HP that matters for the HP endorsement. If school is endorsing based on some phony marketing rating, they and their students risk FAA action. On Tue, Jul 7, 2009 at 2:54 PM, Chris Klugewicz < ck(at)chesbay.com> wrote: ck(at)chesbay.com> Actually, there are a couple of normally aspirated Arrows out there with 201 HP engines -- there's one at my flight school which is used for both complex and HP training. -----Original Message----- From: "John Jessen" < <mailto:n212pj(at)gmail.com> n212pj(at)gmail.com> Sent: Tuesday, July 7, 2009 5:18pm Subject: RE: RV10-List: local training? n212pj(at)gmail.com> Kelly's correct. Now I remember getting short tempered when I had to pay extra to rent the Turbo Arrow to get the high performance rating. -----Original Message----- From: <mailto:owner-rv10-list-server(at)matronics.com> owner-rv10-list-server(at)matronics.com [mailto: owner-rv10-list-server(at)matronics.com] On Behalf Of Kelly McMullen Sent: Tuesday, July 07, 2009 1:53 PM Subject: Re: RV10-List: local training? kellym(at)aviating.com> Only the 210 hp Turbo Arrow would be high performance. The 180hp and most common 200hp Arrows are only complex, not HP. Of the low wing variety only the SR20 and 22 are going to be similar. Piper Dakota or PA-28-235 Pathfinder would work. In fact older SR22's are selling for about what a nice RV-10 costs to build. Lancair/Columbia/Cessna 350 might work but is a bit hotter and higher hp. John Jessen wrote: > The Arrow is usually classified as high performance, if memory serves. > But, you certainly don't need complex. I think a Dakota would be the > other Piper choice, maybe even a better solution. You just need to be > familiar with handling the prop, so really anything that has 210 and > over in horsepower and a constant speed should be okay. > > ---------------------------------------------------------------------- > -- > *From:* owner-rv10-list-server(at)matronics.com > [mailto: owner-rv10-list-server(at)matronics.com] *On Behalf Of *Rene > Felker > *Sent:* Tuesday, July 07, 2009 12:54 PM > *To:* rv10-list(at)matronics.com > *Subject:* RE: RV10-List: local training? > > Also need to make sure it is high performance. Will need that sign > off. >200HP. Beech Sierra won't work, or anything else with a 200HP > motor. Don't know what is in a DA-40. > > > Rene' Felker > > RV-10 N423CF Flying > > 801-721-6080 > > *From:* owner-rv10-list-server(at)matronics.com > [mailto: owner-rv10-list-server(at)matronics.com] *On Behalf Of *John > Jessen > *Sent:* Tuesday, July 07, 2009 1:17 PM > *To:* rv10-list(at)matronics.com > *Subject:* RE: RV10-List: local training? > > > Not all that much like an RV-10, but you can use an Arrow to get both > constant speed and complex time. It's low wing, but certainly not as > powerful as the RV. Some flight schools have the Katana, which is the > older 2-seat version of the DA-40. That has constant speed. > Uncomfortable as hell, though. If you don't mind high wing, find a > 182. Often the CAP folks rent out their 182's. Helps pay their bills. > > > John J > > > ---------------------------------------------------------------------- > -- > > *From:* owner-rv10-list-server(at)matronics.com > [mailto: owner-rv10-list-server(at)matronics.com] *On Behalf Of > *Dawson-Townsend,Timothy > *Sent:* Tuesday, July 07, 2009 11:51 AM > *To:* rv10-list(at)matronics.com > *Subject:* RV10-List: local training? > > Listers: > > > Issue: want to log some more hours in something with a constant-speed > prop. What aircraft that I might find somewhere at local flight > schools might be most "like" an RV-10? > > > My best idea so far is a DA40 - has a center stick, constant speed, a > little low on the HP > > > Other ideas? > > > TDT > > > Tim Dawson-Townsend > > 40025 > > tdt(at)aurora.aero tdt(at)aurora.aero> > > 617-500-4812 (office) > > 617-905-4800 (mobile) > > > * * > > * * > > *href=" http://www.matronics.com/Navigator?RV10-List"> http://www.matron > <http://ics.com/Navigator?RV10-List*> ics.com/Navigator?RV10-List* > > *href=" http://forums.matronics.com"> <http://forums.matronics.com> http://forums.matronics.com* > > *href=" http://www.matronics.com/contribution"> http://www.matronics.com > /c* > > * * > > * * > > ** > > ** > > ** > > ** > > ** > > ** > > * <http://www.matronics.com/Navigator?RV10-List*> http://www.matronics.com/Navigator?RV10-List* > > ** > > ** > > ** > > * <http://forums.matronics.com> http://forums.matronics.com* > > ** > > ** > > ** > > ** > > * <http://www.matronics.com/contribution*> http://www.matronics.com/contribution* > > ** > > * * > > * > > href=" http://www.matronics.com/Navigator?RV10-List"> http://www.matroni > <http://cs.com/Navigator?RV10-List> cs.com/Navigator?RV10-List > href=" http://forums.matronics.com"> <http://forums.matronics.com> http://forums.matronics.com > href=" http://www.matronics.com/contribution"> http://www.matronics.com/ > c > * > > * > > > * ========== arget="_blank"> <http://www.matronics.com/Navigator?RV10-List> http://www.matronics.com/Navigator?RV10-List ========== <http://forums.matronics.com> http://forums.matronics.com ========== le, List Admin. ="_blank"> <http://www.matronics.com/contribution> http://www.matronics.com/contribution ========== ________________________________________________________________________________
From: "Ben Westfall" <rv10(at)sinkrate.com>
Subject: local training?
Date: Jul 07, 2009
I have only had my "free" flight in an RV-10 so my opinion may not be all that accurate but I'd recommend Cessna 206 time. Those might be a bit easier to find in the rental fleet. The rate the 206 comes out of the sky at idle felt pretty similar to power off in the 10. I've got about 200 hours of 206 time and it seemed to me my 10min of 10 time felt comparable to a 206 with respect to ground handling with a heavier airframe, takeoff p-factor, pretty healthy climb for a Cessna, power off decent, big throaty motor, complexity of systems, overall stability of the platform in flight. They aren't quite as fast but you can make an honest 135-140kts in a 300hp 206. -Ben Westfall _____ From: owner-rv10-list-server(at)matronics.com [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of David McNeill Sent: Tuesday, July 07, 2009 7:45 PM Subject: RE: RV10-List: local training? I submitted a proposal to the FSDO to give transition training in my RV10 commercially. I included that I would include the HP endorsement if necessary. They came back to me and said that I must agree not to give the HP endorsement. as it could be accomplished in certified aircraft. They acknowledged that I would have to train to HP proficiency but could not signoff per the agreement. I had given consideration to providing RV10 transition for the Southwest. I already had concluded that it was at best a breakeven deal, The rules on the HP endorsement were the proverbial straw which made the decision for me.. For those of you needing transition training: If you have 500-1000+ hours and a CFI friend with an RV10. It may be possible to be added to his policy as named insured a no additional cost. He cannot legally charge you for his time or aircraft but you can pay the operational expenses for the flight. This works only if your insurance requirements are small and your total time is relatively high. Otherwise your best solution may be OR or TX at $200+ per hour plus living and transportation expense. _____ From: owner-rv10-list-server(at)matronics.com [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Tim Olson Sent: Tuesday, July 07, 2009 5:42 PM Subject: Re: RV10-List: local training? Isn't the regulation that it must be GREATER than 200 (ie 201) or it doesn't qualify for H.P.? I think if anything that the manufacturers would UNDER list them so they could sell more planes and have a larger customer base by not having them forced to have an endorsement to fly it. Tim Sent from my iPhone On Jul 7, 2009, at 6:57 PM, Kelly McMullen wrote: If it has the Lycoming IO360 engine, it IS a 200 hp engine. There are not any certified versions for fixed wing with higher rated horsepower. Even the STC for 10:1 compression pistons requires de-rating MP to limit the engine to 200 hp. It doesn't matter what the engine dyno's at, other than FAA limit is +5% of rated power. It is rated HP that matters for the HP endorsement. If school is endorsing based on some phony marketing rating, they and their students risk FAA action. On Tue, Jul 7, 2009 at 2:54 PM, Chris Klugewicz < ck(at)chesbay.com> wrote: ck(at)chesbay.com> Actually, there are a couple of normally aspirated Arrows out there with 201 HP engines -- there's one at my flight school which is used for both complex and HP training. -----Original Message----- From: "John Jessen" < <mailto:n212pj(at)gmail.com> n212pj(at)gmail.com> Sent: Tuesday, July 7, 2009 5:18pm Subject: RE: RV10-List: local training? n212pj(at)gmail.com> Kelly's correct. Now I remember getting short tempered when I had to pay extra to rent the Turbo Arrow to get the high performance rating. -----Original Message----- From: <mailto:owner-rv10-list-server(at)matronics.com> owner-rv10-list-server(at)matronics.com [mailto: owner-rv10-list-server(at)matronics.com] On Behalf Of Kelly McMullen Sent: Tuesday, July 07, 2009 1:53 PM Subject: Re: RV10-List: local training? kellym(at)aviating.com> Only the 210 hp Turbo Arrow would be high performance. The 180hp and most common 200hp Arrows are only complex, not HP. Of the low wing variety only the SR20 and 22 are going to be similar. Piper Dakota or PA-28-235 Pathfinder would work. In fact older SR22's are selling for about what a nice RV-10 costs to build. Lancair/Columbia/Cessna 350 might work but is a bit hotter and higher hp. John Jessen wrote: > The Arrow is usually classified as high performance, if memory serves. > But, you certainly don't need complex. I think a Dakota would be the > other Piper choice, maybe even a better solution. You just need to be > familiar with handling the prop, so really anything that has 210 and > over in horsepower and a constant speed should be okay. > > ---------------------------------------------------------------------- > -- > *From:* owner-rv10-list-server(at)matronics.com > [mailto: owner-rv10-list-server(at)matronics.com] *On Behalf Of *Rene > Felker > *Sent:* Tuesday, July 07, 2009 12:54 PM > *To:* rv10-list(at)matronics.com > *Subject:* RE: RV10-List: local training? > > Also need to make sure it is high performance. Will need that sign > off. >200HP. Beech Sierra won't work, or anything else with a 200HP > motor. Don't know what is in a DA-40. > > > Rene' Felker > > RV-10 N423CF Flying > > 801-721-6080 > > *From:* owner-rv10-list-server(at)matronics.com > [mailto: owner-rv10-list-server(at)matronics.com] *On Behalf Of *John > Jessen > *Sent:* Tuesday, July 07, 2009 1:17 PM > *To:* rv10-list(at)matronics.com > *Subject:* RE: RV10-List: local training? > > > Not all that much like an RV-10, but you can use an Arrow to get both > constant speed and complex time. It's low wing, but certainly not as > powerful as the RV. Some flight schools have the Katana, which is the > older 2-seat version of the DA-40. That has constant speed. > Uncomfortable as hell, though. If you don't mind high wing, find a > 182. Often the CAP folks rent out their 182's. Helps pay their bills. > > > John J > > > ---------------------------------------------------------------------- > -- > > *From:* owner-rv10-list-server(at)matronics.com > [mailto: owner-rv10-list-server(at)matronics.com] *On Behalf Of > *Dawson-Townsend,Timothy > *Sent:* Tuesday, July 07, 2009 11:51 AM > *To:* rv10-list(at)matronics.com > *Subject:* RV10-List: local training? > > Listers: > > > Issue: want to log some more hours in something with a constant-speed > prop. What aircraft that I might find somewhere at local flight > schools might be most "like" an RV-10? > > > My best idea so far is a DA40 - has a center stick, constant speed, a > little low on the HP > > > Other ideas? > > > TDT > > > Tim Dawson-Townsend > > 40025 > > tdt(at)aurora.aero tdt(at)aurora.aero> > > 617-500-4812 (office) > > 617-905-4800 (mobile) > > > * * > > * * > > *href=" http://www.matronics.com/Navigator?RV10-List"> http://www.matron > <http://ics.com/Navigator?RV10-List*> ics.com/Navigator?RV10-List* > > *href=" http://forums.matronics.com"> <http://forums.matronics.com> http://forums.matronics.com* > > *href=" http://www.matronics.com/contribution"> http://www.matronics.com > /c* > > * * > > * * > > ** > > ** > > ** > > ** > > ** > > ** > > * <http://www.matronics.com/Navigator?RV10-List*> http://www.matronics.com/Navigator?RV10-List* > > ** > > ** > > ** > > * <http://forums.matronics.com> http://forums.matronics.com* > > ** > > ** > > ** > > ** > > * <http://www.matronics.com/contribution*> http://www.matronics.com/contribution* > > ** > > * * > > * > > href=" http://www.matronics.com/Navigator?RV10-List"> http://www.matroni > <http://cs.com/Navigator?RV10-List> cs.com/Navigator?RV10-List > href=" http://forums.matronics.com"> <http://forums.matronics.com> http://forums.matronics.com > href=" http://www.matronics.com/contribution"> http://www.matronics.com/ > c > * > > * > > > * ========== arget="_blank"> <http://www.matronics.com/Navigator?RV10-List> http://www.matronics.com/Navigator?RV10-List ========== <http://forums.matronics.com> http://forums.matronics.com ========== le, List Admin. ="_blank"> <http://www.matronics.com/contribution> http://www.matronics.com/contribution ========== href="http://www.matronics.com/Navigator?RV10-List">http://www.matronics.com /Navigator?RV10-List href="http://forums.matronics.com">http://forums.matronics.com href="http://www.matronics.com/contribution">http://www.matronics.com/c ________________________________________________________________________________
From: "RV Builder (Michael Sausen)" <rvbuilder(at)sausen.net>
Date: Jul 08, 2009
Subject: Visiting Osh and California
Nearest one around OSH flying is Jason & Co in Sheboygan but there are several under construction in the area. I'm about 30 miles due north of the OSH airport but still under construction. You are welcome to drop in. Michael -----Original Message----- From: owner-rv10-list-server(at)matronics.com [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Michael Wellenzohn Sent: Tuesday, July 07, 2009 3:52 PM Subject: RV10-List: Visiting Osh and California Hi Listers, I'll be in Osh with my wife and after that we are planning through California. I was just wondering if there are any flying RV-10 there to visit. Best Regards Michael Switzerland www.wellenzohn.net -------- RV-10 builder (avionics, wiring) #511 Read this topic online here: http://forums.matronics.com/viewtopic.php?p=251996#251996 ________________________________________________________________________________
Subject: Nav antenna location
From: "billz" <billz(at)roadrunner.com>
Date: Jul 08, 2009
I'm planning to install a traditional (V type) nav antenna and am wondering if anyone has installed one at the top of the vertical Stab? I'm getting ready to rivet the skin on and would like to make sure I don't make a BIG mistake this early in the build. I've seen it located on the bottom of the tail on many aircraft, but am concerned about damage to the antenna, over time. What are your thoughts. Thanks! Read this topic online here: http://forums.matronics.com/viewtopic.php?p=252094#252094 ________________________________________________________________________________
Subject: Re: Trip to Maine
From: "billz" <billz(at)roadrunner.com>
Date: Jul 08, 2009
I would recommend a stop at KRKD. There is the Owls Head Transportation museum and lots of places to eat in "downtown" Rockland. If you want to stay over, there is the Berry Manor Inn, A very nice Bed and Breakfast. Nice folks run it and are very pilot friendly. They even have pie and Ice cream out, if you want an evening snack! http://www.berrymanorinn.com/ Read this topic online here: http://forums.matronics.com/viewtopic.php?p=252097#252097 ________________________________________________________________________________
Date: Jul 08, 2009
From: Tim Olson <Tim(at)MyRV10.com>
Subject: Re: Nav antenna location
There are definitely some who've put it on top, under the front fairing on the tip of the vertical stab. It should work great there. Under the tail is working well for me. It gives maybe 25% better range than my wingtip Archer NAV, and that is facing the station. If you face the wingtip away from the station it can be much worse. I think the lower location may be great for VOR signals since they'll be ground based, but VS tip shouldn't be much different. It's nice to get near 360 line of sight. The Horizontal stab protects the antenna very well. Other than crawling under for maintenance, there really isn't any big stuff to worry about. I have tables on the sides of my t-hangar and I just have to make sure I push it back straight so I don't snag anything, but I haven't in over 500 hours. Tim Olson - RV-10 N104CD billz wrote: > > I'm planning to install a traditional (V type) nav antenna and am > wondering if anyone has installed one at the top of the vertical > Stab? I'm getting ready to rivet the skin on and would like to make > sure I don't make a BIG mistake this early in the build. I've seen > it located on the bottom of the tail on many aircraft, but am > concerned about damage to the antenna, over time. > > What are your thoughts. > > Thanks! > > > > > Read this topic online here: > > http://forums.matronics.com/viewtopic.php?p=252094#252094 > ________________________________________________________________________________
Subject: Starter replacementStarter replacement
Date: Jul 08, 2009
From: "Rhonda Bewley" <Rhonda(at)bpaengines.com>
Pascal: We had some issues with the 149-LS starters a few years ago. Should an engine have a kick back, the starter housing on the LS breaks pretty easily and is generally not covered under Skytec's warranty. The NL model has a sheer pin which is a pretty easy and inexpensive fix. The 149-NL starter is now stock on all of our engines. If you have an engine with an LS starter, you might check with Skytec. As long as the starter has never been installed on the engine, they may take it back and give you a credit towards the NL starter. Rhonda Barrett-Bewley Barrett Precision Engines, Inc. ________________________________ From: owner-rv10-list-server(at)matronics.com [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of pascal Sent: Tuesday, July 07, 2009 5:56 PM Subject: Re: RV10-List: Starter replacementStarter replacement okay, so I'm a little slow.. how does this compare to the Skytech LS that comes standard on the Lycoming engines and Van's sells? Thanks! Pascal From: Wayne Edgerton <mailto:wayne.e(at)grandecom.net> Sent: Monday, June 22, 2009 5:05 AM Subject: Re: RV10-List: Starter replacementStarter replacement Someone pointed out to me that in my post I said volts when I should have said amps. oops. Below are a few of the differences between the Sky-Tec NL & the HT model that I took out. As you can see the NL requires less amps, thus easier to make it turn over, and turns at a slower RPM, however the NL weighs in at about 1 lb more. Wayne Edgerton N602WT NL Model HT Model Current 125-185A @ 11V, 140 RPM Test 185-285A @ 11V, 160 RPM Test Gear Reduction 6.5:1 4.3:1 Weight 9.4 lbs. 8.5 lbs -----Original Message----- From: owner-rv10-list-server(at)matronics.com [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of McGann, Ron Sent: Sunday, June 21, 2009 3:58 PM Subject: RE: RV10-List: Starter replacement --> For those flying, I would be keen to know how many more issues of insufficient starter torque have been reported. I regularly need to hold the starter engaged for several seconds before the engine is pushed through compression (when the engine is cold). I was about to relace the concorde battery with an odyssey, but perhaps I need a higher torque starter?? Cheers Ron VH-XRM Flying in Oz -----Original Message----- From: owner-rv10-list-server(at)matronics.com [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Wayne Edgerton Sent: Friday, 19 June 2009 11:52 PM Subject: RV10-List: Starter replacement I don't know if any of you had the problem that I had with the starter or not. We installed the engine in 2005 with a Sky-Tec High Torque HT starter, which supposedly was the best one they had back then. Anyway, whenever I would do a cold start of the engine the prop would make about a half revolution and stop, like it didn't have enough power to it. I would then try again and it would turn fine. Another RV friend of mine on my field told me about a new starter that Sky-Tec came out with that took less volts and turned the prop slower. It's a High Torque in Line NL. This friend was having the same problem with his 7, which has high compression pistons. We both switched to this new NL starter and it solved our problem. The new starter weighed a little bit more than my old one, something like a pound. I live in TX, so cold isn't a problem but I fly up into the cold country and was worried I wasn't going to get started on some cold day. Sky-Tec are really good people located right here near me in Granbury, TX and they took my old starter in on trade against the new one and it cost me $250 to upgrade. I thought that was a pretty good deal. Anyway I just thought I would pass this along in case any of you are experiencing the same problem as I had. Wayne Edgerton N602WT href="http://www.matronics.com/Navigator?RV10-List">http://www.matronic s .com/Navigator?RV10-List href="http://forums.matronics.com">http://forums.matronics.com href="http://www.matronics.com/contribution">http://www.matronics.com/c ________________________________________________________________________________
Subject: Glide Test
From: "partner14" <building_partner(at)yahoo.com>
Date: Jul 08, 2009
Has anyone run a test for approx glide slope. I was flying along side a 182 yesterday and we both were at 4,500' and 150mph. When exactly (withing a tenth) 20 miles from our destination, we pulled throttle and prop. I then trimmed for 87mph and continued until altitude read 2,500'. We had gone 9.8 statute miles. The numbers were so good the 182 pilot said we must have done it wrong. We did determine that at the lower part of the decent we had a tailwind. But that works out to a 25 to 1 glide slope. So we did the same test on the way back, only continued the decent from 4,500 to 2,000'. This time it was considerably less at 7.3 miles. One factor was that our initial speed entering the test was 30mph less. But even so our glide slope with the headwind was 15.4 to 1. I guess the true test would be an actual engine shut down. Comments? -------- Don A. McDonald 40636 Read this topic online here: http://forums.matronics.com/viewtopic.php?p=252109#252109 ________________________________________________________________________________
From: "Jay Rowe" <jfrjr(at)roadrunner.com>
Subject: insurance for the 10
Date: Jul 08, 2009
About ready to "kick the tire" so I need to get serious about the insurance. Anyone out there with "not in motion" coverage (liability for everything but hull only when tied down or in the hanger)? If so, with whom and how much? Jay Rowe ________________________________________________________________________________
From: John Cram <johncram(at)msn.com>
Subject: insurance for the 10
Date: Jul 08, 2009
I used "Jenny" with Nationair. great service. 160K coverage for 1500.00 +/- . From: jfrjr(at)roadrunner.com Subject: RV10-List: insurance for the 10 Date: Wed=2C 8 Jul 2009 11:29:15 -0400 About ready to "kick the tire" so I need to get serious about the insurance. Anyone out there with "not in motion" coverage (liability for everything but hull only when tied down or in the hanger)? If so=2C with whom and how much? Jay Rowe ________________________________________________________________________________
Date: Jul 08, 2009
From: building_partner(at)yahoo.com
Subject: Re: insurance for the 10
Yep, got it.... Sky Smith... great people.- I actually flew off the hours and then got the insurance.... little cheaper, as I was a low time pilot a nd green plane.- Sky Smith was recommended by Alex D, and he was right on.- We secured lia bility and not in motion. Don McDonald - - SkySmith Insurance Agency 518 SW 3rd St, Suite B Ankeny, IA- 50023-3048 Phone:- 515-289-1439 or 800-743-1439 Fax:- 515-964-0431 or 773-326-0690 --- On Wed, 7/8/09, Jay Rowe wrote: From: Jay Rowe <jfrjr(at)roadrunner.com> Subject: RV10-List: insurance for the 10 Date: Wednesday, July 8, 2009, 8:29 AM About ready to "kick the tire" so I need to get serious about the insurance .- Anyone out there with "not in motion" coverage (liability for everythi ng but hull only-when tied down or in the hanger)?- If so, with whom an d how much?- Jay Rowe =0A=0A=0A ________________________________________________________________________________
From: "Albert Gardner" <ibspud(at)roadrunner.com>
Subject: Nav antenna location
Date: Jul 08, 2009
I've put my Comant Nav/VOR/GS V antennas there on both my RV-9A and my RV-10. Seems to work great and no danger of running into the tips. I used nutplates to make it easily removable. Albert Gardner Yuma, AZ N991RV -----Original Message----- I'm planning to install a traditional (V type) nav antenna and am wondering if anyone has installed one at the top of the vertical Stab? I'm getting ready to rivet the skin on and would like to make sure I don't make a BIG mistake this early in the build. I've seen it located on the bottom of the tail on many aircraft, but am concerned about damage to the antenna, over time. What are your thoughts. Thanks! ________________________________________________________________________________
From: Sheldon Olesen <saolesen(at)sirentel.net>
Subject: Washing aircraft
Date: Jul 08, 2009
This month's Light Plane Maintenance has an article on washing aircraft. One of the suggested products was Woolite. Seemed strange that a clothes washing product would be suitable for aircraft, but since my wife had some I gave it a try. To my surprise it got off bugs and oil rather easily. The windshield cleaned up with very little streaking. This stuff doesn't leave much residue behind. I had some light oil on the belly and that came off with no problem. Chances are your wife already has some Woolite so give it a try. Recommended mix is 2 ounces to 1 gallon. Anybody else have a favorite washing or waxing product? Sheldon Olesen N475PV 93 hours ________________________________________________________________________________
Subject: Re: Glide Test
From: jason.kreidler(at)regalbeloit.com
Date: Jul 08, 2009
Glide tests, and time to climb tests should be included in the Phase 1 tests period. The test should at a minimum be repeated at light weight, and gross weight. These numbers are used to develop the POH. I just calculated our gross weight results last night, seems to me the number was somewhere around 8 (prop full forward). The procedure to gather the numbers is highlighted in AC 90-89 & in Vans documentation. They have slightly different approaches. But here is what we used. For descent: Climbed to ~7500, then pulled power and stabilized at an airspeed. This needs to be done at multiple airspeeds, we did 75, 80, 85, 90, & 95 (knots) lightweight, and 80, 85, 90, & 95 (knots) at gross weight. Started a timer as passing through 7000 noted time at 6000 feet, and stopped the timer at 5000 feet. Then: 2000 (this is how far you descended) / time (in seconds) Then: The answer from above x 60 This converts the value from Feet per Second to Feet per Minute This is your sink rate in Feet per Minute Then: (Airspeed MPH x 88) / Sink Rate FPM or (Airspeed Knots x 101.27) / Sink Rate FPM This is you Lift to Drag Ratio or Glide Ratio The highest L/D Ratio is the winner and should be used as a guideline for your glide speed. For Climb: Use the same sort of procedure, start a climb at 3000 feet, start a timer as you pass through 4000 feet, stop the timer as you reach 6000 feet. Do this at several airspeeds, lightweight and gross weight. If I recall we used 75, 80, 85, 90, 95, @ 100 (knots). The process to interpret the data is well outlined in Vans documentation or AC 89-90. I am no expert, I am sure others on the list have more to offer, but now you know what I know.... What tests did you conduct during Phase 1? We are getting close to wrapping up Phase 1 and want to make sure we don't miss a test others have done.... Thanks, Jason Kreidler #40617 - N44YH Flying 4 - Partner Build -Sheboygan Falls, WI Kyle Hokel Tony Kolar Wayne Elsner Jason Kreidler ________________________________________________________________________________
Date: Jul 08, 2009
From: Patrick Thyssen <jump2(at)sbcglobal.net>
Subject: Re: Nav antenna location
-One of the things I found out with the antenna on bottom is you can get shadowing if- flying dirrectly to the station and Not very high (3000ft a nd below). So I'm in the mist of installing antenna on the VS.- As the Co mat man said, the bottom mount was the second best location. -Patrick Thyssen N15PT --- On Wed, 7/8/09, Tim Olson wrote: From: Tim Olson <Tim(at)MyRV10.com> Subject: Re: RV10-List: Nav antenna location Date: Wednesday, July 8, 2009, 9:13 AM There are definitely some who've put it on top, under the front fairing on the tip of the vertical stab.- It should work great there.- Under the tail is working well for me.- It gives maybe 25% better range than my wingtip Archer NAV, and that is facing the station. If you face the wingtip away from the station it can be much worse.- I think the lower location may be great for VOR signals since they'll be ground based, but VS tip shouldn't be much different.- It's nice to get near 360 line of sight. The Horizontal stab protects the antenna very well. Other than crawling under for maintenance, there really isn't any big stuff to worry about.- I have tables on the sides of my t-hangar and I just have to make sure I push it back straight so I don't snag anything, but I haven't in over 500 hours. Tim Olson - RV-10 N104CD billz wrote: > > I'm planning to install a traditional (V type) nav antenna and am > wondering if anyone has installed one at the top of the vertical > Stab?- I'm getting ready to rivet the skin on and would like to make > sure I don't make a BIG mistake this early in the build.- I've seen > it located on the bottom of the tail on many aircraft, but am > concerned about damage to the antenna, over time. > > What are your thoughts. > > Thanks! > > > > > Read this topic online here: > > http://forums.matronics.com/viewtopic.php?p=252094#252094 > le, List Admin. ________________________________________________________________________________
Subject: Re: Nav antenna location
From: "billz" <billz(at)roadrunner.com>
Date: Jul 08, 2009
Thank you for the quick replies. I can see that the antenna will be protected by the horizontal stab and get better coverage (looking down) for the ground based signals. Sounds like the way to go. I saw an RV-10 in Memphis with the bottom mount. It looks like he just used bolts into nut plates on a reinforcing plate inside the fuselage. Is that how you've done it? I'll attach the pictures. This plane also had two bent whip com antennas located between the main landing gear. What are your thoughts on that location?? Read this topic online here: http://forums.matronics.com/viewtopic.php?p=252137#252137 Attachments: http://forums.matronics.com//files/img_1058_774.jpg http://forums.matronics.com//files/img_1060_721.jpg ________________________________________________________________________________
Subject: Re: Pitot test rig (was Pitot cover)
From: "Bob Turner" <bobturner(at)alum.rpi.edu>
Date: Jul 08, 2009
Only the difference in the heights of the liquid matter, not the diameter of the tubing. And it's vertical height that matters, in case the rig itself is not vertical. The formula is: Pressure equals density (of the liquid) times the acceleration of gravity times the vertical height difference. -------- Bob Turner RV-10 QB Read this topic online here: http://forums.matronics.com/viewtopic.php?p=252147#252147 ________________________________________________________________________________
Date: Jul 08, 2009
From: "Fred Williams, M.D." <drfred(at)suddenlinkmail.com>
Subject: Re: Nav antenna location
I've got the dual com antennae on the belly and have no problems. Work well. I can get your some pics of the doublers if you desire. I put one of the Bob Archer VOR ant in the wingtip. I didn't want another outside antennae. My main reason was that I didn't plan on using VOR navigation that much. It is a good back up and cross reference, but most of the time the GPS (496 and 430 ) are the primary nav sources. I know it all depends on your panel preferences, your experience and usage. Just my 0.02 cents. Dr Fred N515FW. billz wrote: > > Thank you for the quick replies. > > I can see that the antenna will be protected by the horizontal stab and get better coverage (looking down) for the ground based signals. Sounds like the way to go. I saw an RV-10 in Memphis with the bottom mount. It looks like he just used bolts into nut plates on a reinforcing plate inside the fuselage. Is that how you've done it? I'll attach the pictures. > > This plane also had two bent whip com antennas located between the main landing gear. What are your thoughts on that location?? > > > Read this topic online here: > > http://forums.matronics.com/viewtopic.php?p=252137#252137 > > > Attachments: > > http://forums.matronics.com//files/img_1058_774.jpg > http://forums.matronics.com//files/img_1060_721.jpg > > > ________________________________________________________________________________
Subject: Re: Pitot test rig (was Pitot cover)
From: "Lenny Iszak" <lenard(at)rapiddecision.com>
Date: Jul 08, 2009
Thanks Bob. It helps to know how it works. I tried it last night using the brake tubing and it worked great. Needed it to calibrate an electronic pressure sensor. Lenny Read this topic online here: http://forums.matronics.com/viewtopic.php?p=252148#252148 ________________________________________________________________________________
From: "Rene Felker" <rene(at)felker.com>
Subject: Re: Nav antenna location
Date: Jul 08, 2009
I had....dual antennae on the bottom, but moved one to the top during my condition inspection. I found that when I was talking on 118.3 & 118.1, that it really did not work. Both at Boise (118.1) and Salt Lake City (118.3), I had transmission problems. I could hear them, but they could not always hear me. Could have been installation problems, but I appeared to have good grounding....... Both the SL30 and the 430 had problems...... Rene' Felker RV-10 N423CF Flying 801-721-6080 -----Original Message----- From: owner-rv10-list-server(at)matronics.com [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Fred Williams, M.D. Sent: Wednesday, July 08, 2009 11:59 AM Subject: Re: RV10-List: Re: Nav antenna location I've got the dual com antennae on the belly and have no problems. Work well. I can get your some pics of the doublers if you desire. I put one of the Bob Archer VOR ant in the wingtip. I didn't want another outside antennae. My main reason was that I didn't plan on using VOR navigation that much. It is a good back up and cross reference, but most of the time the GPS (496 and 430 ) are the primary nav sources. I know it all depends on your panel preferences, your experience and usage. Just my 0.02 cents. Dr Fred N515FW. billz wrote: > > Thank you for the quick replies. > > I can see that the antenna will be protected by the horizontal stab and get better coverage (looking down) for the ground based signals. Sounds like the way to go. I saw an RV-10 in Memphis with the bottom mount. It looks like he just used bolts into nut plates on a reinforcing plate inside the fuselage. Is that how you've done it? I'll attach the pictures. > > This plane also had two bent whip com antennas located between the main landing gear. What are your thoughts on that location?? > > > Read this topic online here: > > http://forums.matronics.com/viewtopic.php?p=252137#252137 > > > Attachments: > > http://forums.matronics.com//files/img_1058_774.jpg > http://forums.matronics.com//files/img_1060_721.jpg > > > ________________________________________________________________________________
From: John Gonzalez <indigoonlatigo(at)msn.com>
Subject: Re: Glide Test
Date: Jul 08, 2009
All this testing for L/D needs to be done in early morning=2C calm air. It makes a difference. Subject: RV10-List: Re: Glide Test From: jason.kreidler(at)regalbeloit.com Date: Wed=2C 8 Jul 2009 11:55:47 -0500 Glide tests=2C and time to climb tests should be included in the Phase 1 te sts period. The test should at a minimum be repeated at light weight=2C an d gross weight. These numbers are used to develop the POH. I just calculated our gross weight results last night=2C seems to me the nu mber was somewhere around 8 (prop full forward). The procedure to gather the numbers is highlighted in AC 90-89 & in Vans do cumentation. They have slightly different approaches. But here is what we used. For descent: Climbed to ~7500=2C then pulled power and stabilized at an airspeed. This needs to be done at multiple airspeeds=2C we did 75=2C 80=2C 85=2C 90=2C & 95 (knots) lightweight=2C and 80=2C 85=2C 90=2C & 95 (knots) at gross weigh t. Started a timer as passing through 7000 noted time at 6000 feet=2C and stop ped the timer at 5000 feet. Then: 2000 (this is how far you descended) / time (in seconds) Then: The answer from above x 60 This converts the value from Feet per Second to Feet per Minute This is your sink rate in Feet per Minute Then: (Airspeed MPH x 88) / Sink Rate FPM or (Airspeed Knots x 101.27) / Sink Rate FPM This is you Lift to Drag Ratio or Glide Ratio The highest L/D Ratio is the winner and should be used as a guideline for your glide speed. For Climb: Use the same sort of procedure=2C start a climb at 3000 feet=2C start a tim er as you pass through 4000 feet=2C stop the timer as you reach 6000 feet. Do this at several airspeeds=2C lightweight and gross weight. If I recall we used 75=2C 80=2C 85=2C 90=2C 95=2C @ 100 (knots). The process to interpret the data is well outlined in Vans documentation or AC 89-90. I am no expert=2C I am sure others on the list have more to offer=2C but no w you know what I know.... What tests did you conduct during Phase 1? We are getting close to wrapping up Phase 1 and want to make sure we don't mis s a test others have done.... Thanks=2C Jason Kreidler #40617 - N44YH Flying 4 - Partner Build -Sheboygan Falls=2C WI Kyle Hokel Tony Kolar Wayne Elsner Jason Kreidler ________________________________________________________________________________
From: "David McNeill" <dlm46007(at)cox.net>
Subject: Re: Glide Test
Date: Jul 08, 2009
Seems to me that best glide should be prop control full aft (high pitch,low RPM). Throttle at idle and prop forward (low pitch , high rpm) causes the prop to act like a big brake? _____ From: owner-rv10-list-server(at)matronics.com [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of John Gonzalez Sent: Wednesday, July 08, 2009 2:54 PM Subject: RE: RV10-List: Re: Glide Test All this testing for L/D needs to be done in early morning, calm air. It makes a difference. _____ Subject: RV10-List: Re: Glide Test From: jason.kreidler(at)regalbeloit.com Date: Wed, 8 Jul 2009 11:55:47 -0500 Glide tests, and time to climb tests should be included in the Phase 1 tests period. The test should at a minimum be repeated at light weight, and gross weight. These numbers are used to develop the POH. I just calculated our gross weight results last night, seems to me the number was somewhere around 8 (prop full forward). The procedure to gather the numbers is highlighted in AC 90-89 & in Vans documentation. They have slightly different approaches. But here is what we used. For descent: Climbed to ~7500, then pulled power and stabilized at an airspeed. This needs to be done at multiple airspeeds, we did 75, 80, 85, 90, & 95 (knots) lightweight, and 80, 85, 90, & 95 (knots) at gross weight. Started a timer as passing through 7000 noted time at 6000 feet, and stopped the timer at 5000 feet. Then: 2000 (this is how far you descended) / time (in seconds) Then: The answer from above x 60 This converts the value from Feet per Second to Feet per Minute This is your sink rate in Feet per Minute Then: (Airspeed MPH x 88) / Sink Rate FPM or (Airspeed Knots x 101.27) / Sink Rate FPM This is you Lift to Drag Ratio or Glide Ratio The highest L/D Ratio is the winner and should be used as a guideline for your glide speed. For Climb: Use the same sort of procedure, start a climb at 3000 feet, start a timer as you pass through 4000 feet, stop the timer as you reach 6000 feet. Do this at several airspeeds, lightweight and gross weight. If I recall we used 75, 80, 85, 90, 95, @ 100 (knots). The process to interpret the data is well outlined in Vans documentation or AC 89-90. I am no expert, I am sure others on the list have more to offer, but now you know what I know.... What tests did you conduct during Phase 1? We are getting close to wrapping up Phase 1 and want to make sure we don't miss a test others have done.... Thanks, Jason Kreidler #40617 - N44YH Flying 4 - Partner Build -Sheboygan Falls, WI Kyle Hokel Tony Kolar Wayne Elsner Jason Kreidler ttp://www.matronics.com/Navigator?RV10-List ronics.com ww.matronics.com/contribution ________________________________________________________________________________
From: "Rob Hunter" <rwhunter(at)integra.net>
Subject: Machine Countersinking
Date: Jul 08, 2009
Hi all, I am countersinking the parts under the side fuslage skins and the cage of the counter sink is too big to fit in several areas. I tried to get the countersink in without the cage, but the drill wont fit either. Is there anyway to put an extension on the end of the countersink bit? Any other suggestions? Rob Hunter 40432 Fuselage ________________________________________________________________________________
Date: Jul 08, 2009
From: Bill Mauledriver Watson <MauleDriver(at)nc.rr.com>
Subject: Re: Machine Countersinking
As I recall, the extension on my deburrer has the same thread. So does the 90degree drill fitting... as I recall. I'm not in the shop. I'm sure someone can confirm or improve on this. Bill "need to go back to the shop and stop watching TV" Watson Rob Hunter wrote: > Hi all, > I am countersinking the parts under the side fuslage skins and the > cage of the counter sink is too big to fit in several areas. I tried > to get the countersink in without the cage, but the drill wont fit > either. Is there anyway to put an extension on the end of the > countersink bit? Any other suggestions? > > Rob Hunter > 40432 > Fuselage > * > > > * ________________________________________________________________________________
From: "Rene" <rene(at)felker.com>
Subject: Machine Countersinking
Date: Jul 08, 2009
Counter sink bit on the deburr extension. Works ok. Rene' 801-721-6080 -----Original Message----- From: owner-rv10-list-server(at)matronics.com [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Rob Hunter Sent: Wednesday, July 08, 2009 7:24 PM Subject: RV10-List: Machine Countersinking Hi all, I am countersinking the parts under the side fuslage skins and the cage of the counter sink is too big to fit in several areas. I tried to get the countersink in without the cage, but the drill wont fit either. Is there anyway to put an extension on the end of the countersink bit? Any other suggestions? Rob Hunter 40432 Fuselage ________________________________________________________________________________
Subject: Re: Glide Test
Date: Jul 08, 2009
From: pilotdds(at)aol.com
That is consistant with my training and experience with a non feathering prop.Pulling the prop control back gives a very noticable reduction in drag and extends the glide. Important part of our emergency procedures in the sheriff dept C-206.I have often wondered if it was hard on the equipment,any thoughts? -----Original Message----- From: David McNeill <dlm46007(at)cox.net> Sent: Wed, Jul 8, 2009 5:45 pm Subject: RE: RV10-List: Re: Glide Test Seems to me that best glide should be prop control full aft (high pitch,low RPM). Throttle at idle and prop forward (low pitch , high rpm) causes the prop to act like a big brake? From: owner-rv10-list-server(at)matronics.com [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of John Gonzalez Sent: Wednesday, July 08, 2009 2:54 PM Subject: RE: RV10-List: Re: Glide Test All this testing for L/D needs to be done in?early morning, calm air. It makes a difference. ? Subject: RV10-List: Re: Glide Test From: jason.kreidler(at)regalbeloit.com Date: Wed, 8 Jul 2009 11:55:47 -0500 Glide tests, and time to climb tests should be included in the Phase 1 tests period. ?The test should at a minimum be repeated at light weight, and gross weight. ?These numbers are used to develop the POH. I just calculated our gross weight results last night, seems to me the number was somewhere around 8 (prop full forward). The procedure to gather the numbers is highlighted in AC 90-89 & in Vans documentation. ?They have slightly different approaches. ?But here is what we used. For descent: Climbed to ~7500, then pulled power and stabilized at an airspeed. ?This needs to be done at multiple airspeeds, we did 75, 80, 85, 90, & 95 (knots) lightweight, and 80, 85, 90, & 95 (knots) at gross weight. Started a timer as passing through 7000 noted time at 6000 feet, and stopped the timer at 5000 feet. Then: 2000 (this is how far you descended) / time (in seconds) Then: The answer from above x 60 ?This converts the value from Feet per Second to Feet per Minute This is your sink rate in Feet per Minute Then: (Airspeed MPH x 88) / Sink Rate FPM or (Airspeed Knots x 101.27) / Sink Rate FPM This is you Lift to Drag Ratio or Glide Ratio ?The highest L/D Ratio is the winner and should be used as a guideline for your glide speed. For Climb: Use the same sort of procedure, start a climb at 3000 feet, start a timer as you pass through 4000 feet, stop the timer as you reach 6000 feet. ?Do this at several airspeeds, lightweight and gross weight. ?If I recall we used 75, 80, 85, 90, 95, @ 100 (knots). The process to interpret the data is well outlined in Vans documentation or AC 89-90. I am no expert, I am sure others on the list have more to offer, but now you know what I know.... ?What tests did you conduct during Phase 1? ?We are getting close to wrapping up Phase 1 and want to make sure we don't miss a test others have done.... Thanks, Jason Kreidler #40617 - N44YH Flying 4 - Partner Build -Sheboygan Falls, WI Kyle Hokel Tony Kolar Wayne Elsner Jason Kreidler ttp://www.matronics.com/Navigator?RV10-List ronics.com ww.matronics.com/contribution href="http://www.matronics.com/Navigator?RV10-List">http://www.matronics.com/Navigator?RV10-List href="http://forums.matronics.com">http://forums.matronics.com href="http://www.matronics.com/contribution">http://www.matronics.com/c ________________________________________________________________________________
Subject: Re: Glide Test
From: "Bob Turner" <bobturner(at)alum.rpi.edu>
Date: Jul 08, 2009
Yes, pulling the prop control out (coarse pitch, low rpm) will improve the glide. I know of no reason this shouldn't be done, in practice or in an actual emergency. Keep in mind, in a real emergency, that this won't work if the engine failure was due to zero oil pressure - you've got to get oil to the governor to get the prop to coarse pitch. So it might be a good idea to practice both ways! -------- Bob Turner RV-10 QB Read this topic online here: http://forums.matronics.com/viewtopic.php?p=252234#252234 ________________________________________________________________________________
From: "Wayne Edgerton" <wayne.e(at)grandecom.net>
Subject: Re: Nav antenna location
Date: Jul 09, 2009
Hi Bill, Yes I put mine there and it works just fine. I considered putting it down on the bottom like many others have done but had concerns about reception but also my grandkids running around the hangar and getting impaled on it down there. My plane is white in that section and the antenna is white so it's really not that noticeable and I'm used to seeing it there from my other certified planes. I don't think you need them but if you would want any photos of the mount location let me know. Wayne Edgerton N602WT "billz" I'm planning to install a traditional (V type) nav antenna and am wondering if anyone has installed one at the top of the vertical Stab? I'm getting ready to rivet the skin on and would like to make sure I don't make a BIG mistake this early in the build. I've seen it located on the bottom of the tail on many aircraft, but am concerned about damage to the antenna, over time. What are your thoughts. Thanks! ________________________________________________________________________________
Subject: Re: Nav antenna location
From: "jkreidler" <jason.kreidler(at)regalbeloit.com>
Date: Jul 09, 2009
We put ours on top of the VS, we also added an LED beacon up there. See attached... Jason Kreidler - 4 Partner Build N44YH - Flying - #40617 Sheboygan Falls, WI Tony Kolar, Kyle Hokel, Wayne Elsner, & Jason Kreidler Read this topic online here: http://forums.matronics.com/viewtopic.php?p=252251#252251 Attachments: http://forums.matronics.com//files/100_0260_medium_112.jpg ________________________________________________________________________________
Date: Jul 09, 2009
Subject: Re: Nav antenna location
From: Kelly McMullen <apilot2(at)gmail.com>
Any one consider blade antennas rather than the eye poking V? Lots of Bonanzas have gone to them, mounted under the V. On Thu, Jul 9, 2009 at 4:06 AM, Wayne Edgerton wrote: > Hi Bill, > > Yes I put mine there and it works just fine. I considered putting it down > on the bottom like many others have done but had concerns about reception > but also my grandkids running around the hangar and getting impaled on it > down there. My plane is white in that section and the antenna is white so > it's really not that noticeable and I'm used to seeing it there from my > other certified planes. > > I don't think you need them but if you would want any photos of the mount > location let me know. > > Wayne Edgerton > N602WT > > *"billz" * > > I'm planning to install a traditional (V type) nav antenna and am > wondering if > anyone has installed one at the top of the vertical Stab? I'm > getting ready to > rivet the skin on and would like to make sure I don't make a BIG > mistake this > early in the build. I've seen it located on the bottom of the tail > on many > aircraft, but am concerned about damage to the antenna, over time. > > What are your thoughts. > > Thanks! > > > * > > > * > > ________________________________________________________________________________
Subject: Hot`
From: "hsdexo" <hsdexo(at)yahoo.com>
Date: Jul 09, 2009
I know this is an old topic, just wandering if anyone has found the magic solution to the hot tunnel and subsequent hot cabin at low altitudes in the 10. I have the VANS mod dumping fresh air in the tunnel, I have insulated the tunnel, I have the firewall insulated inside, nothing on the outside. I have louvers about twice the size that came with the kit installed on the bottom of the cowling. Any suggestions short of air conditioning. I don't have a problem with the engine or oil temps. R/Harry Read this topic online here: http://forums.matronics.com/viewtopic.php?p=252291#252291 ________________________________________________________________________________
From: "John Cumins" <jcumins(at)jcis.net>
Subject: Re: Nav antenna location
Date: Jul 09, 2009
Jason I am going to do the same thing and will add the LED beacon. I was wondering why you have the Antenna pointed forward. I would think going aft would relieve a lot of stress on the antenna mount. I am also going to place the Nav antenna on top of the VS they really work best up there. John G. Cumins 40864 EMP -----Original Message----- From: owner-rv10-list-server(at)matronics.com [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of jkreidler Sent: Thursday, July 09, 2009 4:40 AM Subject: RV10-List: Re: Nav antenna location We put ours on top of the VS, we also added an LED beacon up there. See attached... Jason Kreidler - 4 Partner Build N44YH - Flying - #40617 Sheboygan Falls, WI Tony Kolar, Kyle Hokel, Wayne Elsner, & Jason Kreidler Read this topic online here: http://forums.matronics.com/viewtopic.php?p=252251#252251 Attachments: http://forums.matronics.com//files/100_0260_medium_112.jpg ________________________________________________________________________________
From: "David McNeill" <dlm46007(at)cox.net>
Subject: Re: Nav antenna location
Date: Jul 09, 2009
The lobes of sensitivity lie along the sides of the V. pointed forward. More sensitivity forward. -----Original Message----- From: owner-rv10-list-server(at)matronics.com [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of John Cumins Sent: Thursday, July 09, 2009 10:14 AM Subject: RE: RV10-List: Re: Nav antenna location Jason I am going to do the same thing and will add the LED beacon. I was wondering why you have the Antenna pointed forward. I would think going aft would relieve a lot of stress on the antenna mount. I am also going to place the Nav antenna on top of the VS they really work best up there. John G. Cumins 40864 EMP -----Original Message----- From: owner-rv10-list-server(at)matronics.com [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of jkreidler Sent: Thursday, July 09, 2009 4:40 AM Subject: RV10-List: Re: Nav antenna location We put ours on top of the VS, we also added an LED beacon up there. See attached... Jason Kreidler - 4 Partner Build N44YH - Flying - #40617 Sheboygan Falls, WI Tony Kolar, Kyle Hokel, Wayne Elsner, & Jason Kreidler Read this topic online here: http://forums.matronics.com/viewtopic.php?p=252251#252251 Attachments: http://forums.matronics.com//files/100_0260_medium_112.jpg ________________________________________________________________________________
From: "Albert Gardner" <ibspud(at)roadrunner.com>
Subject: Re: Nav antenna location
Date: Jul 09, 2009
If you point them aft the rudder counter-balance will hit them. Albert Gardner Yuma, AZ -----Original Message----- Jason I am going to do the same thing and will add the LED beacon. I was wondering why you have the Antenna pointed forward. I would think going aft would relieve a lot of stress on the antenna mount. I am also going to place the Nav antenna on top of the VS they really work best up there. John G. Cumins 40864 EMP -----Original Message----- We put ours on top of the VS, we also added an LED beacon up there. See attached... Jason Kreidler - 4 Partner Build N44YH - Flying - #40617 Sheboygan Falls, WI Tony Kolar, Kyle Hokel, Wayne Elsner, & Jason Kreidler ________________________________________________________________________________
Subject: Machine Countersinking
Date: Jul 09, 2009
From: "John Cox" <johnwcox(at)pacificnw.com>
1/4-28 extension in various lengths from ATS. When a cage breaks down, we disassemble it and get a great S.S. 3" extension to use in other apps. John Cox 40600 -----Original Message----- From: owner-rv10-list-server(at)matronics.com [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Bill Mauledriver Watson Sent: Wednesday, July 08, 2009 6:40 PM Subject: Re: RV10-List: Machine Countersinking As I recall, the extension on my deburrer has the same thread. So does the 90degree drill fitting... as I recall. I'm not in the shop. I'm sure someone can confirm or improve on this. Bill "need to go back to the shop and stop watching TV" Watson Rob Hunter wrote: > Hi all, > I am countersinking the parts under the side fuslage skins and the > cage of the counter sink is too big to fit in several areas. I tried > to get the countersink in without the cage, but the drill wont fit > either. Is there anyway to put an extension on the end of the > countersink bit? Any other suggestions? > > Rob Hunter > 40432 > Fuselage > * > > > * ________________________________________________________________________________
Subject: Washing aircraft
Date: Jul 09, 2009
From: "John Cox" <johnwcox(at)pacificnw.com>
"Hydrogen Embrittlement". That is the fancy buzz word for hardened fasteners that are affected by the use of incorrect cleaning chemicals. "Faying Action". That is the second $0.50 word that means the soap solution wicks between overlapping joints to never be rinsed away through normal clean water demineralized rinse processes. Before selecting chemicals that can adversely affect the difference in Nobelity of differing metals know what you are doing. Corrosion results, it takes years, it requires major skin rework. Ask an old mechanic or an MIT engineer what they use first. Light sport planes have not been around as long as the ole spam cans. For waxing, I am using LoPresti Speed Shine. John Cox -----Original Message----- From: owner-rv10-list-server(at)matronics.com [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Sheldon Olesen Sent: Wednesday, July 08, 2009 9:29 AM Subject: RV10-List: Washing aircraft This month's Light Plane Maintenance has an article on washing aircraft. One of the suggested products was Woolite. Seemed strange that a clothes washing product would be suitable for aircraft, but since my wife had some I gave it a try. To my surprise it got off bugs and oil rather easily. The windshield cleaned up with very little streaking. This stuff doesn't leave much residue behind. I had some light oil on the belly and that came off with no problem. Chances are your wife already has some Woolite so give it a try. Recommended mix is 2 ounces to 1 gallon. Anybody else have a favorite washing or waxing product? Sheldon Olesen N475PV 93 hours ________________________________________________________________________________
From: "John Cumins" <jcumins(at)jcis.net>
Subject: Re: Nav antenna location
Date: Jul 09, 2009
If that's the case then why does everyone point them aft. John G. Cumins President JC'S Interactive Systems 2499 B1 Martin Rd Fairfield Ca 94533 707-425-7100 707-425-7576 Fax Your Total Technology Solution Provider -----Original Message----- From: owner-rv10-list-server(at)matronics.com [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of David McNeill Sent: Thursday, July 09, 2009 10:42 AM Subject: RE: RV10-List: Re: Nav antenna location The lobes of sensitivity lie along the sides of the V. pointed forward. More sensitivity forward. -----Original Message----- From: owner-rv10-list-server(at)matronics.com [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of John Cumins Sent: Thursday, July 09, 2009 10:14 AM Subject: RE: RV10-List: Re: Nav antenna location Jason I am going to do the same thing and will add the LED beacon. I was wondering why you have the Antenna pointed forward. I would think going aft would relieve a lot of stress on the antenna mount. I am also going to place the Nav antenna on top of the VS they really work best up there. John G. Cumins 40864 EMP -----Original Message----- From: owner-rv10-list-server(at)matronics.com [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of jkreidler Sent: Thursday, July 09, 2009 4:40 AM Subject: RV10-List: Re: Nav antenna location We put ours on top of the VS, we also added an LED beacon up there. See attached... Jason Kreidler - 4 Partner Build N44YH - Flying - #40617 Sheboygan Falls, WI Tony Kolar, Kyle Hokel, Wayne Elsner, & Jason Kreidler Read this topic online here: http://forums.matronics.com/viewtopic.php?p=252251#252251 Attachments: http://forums.matronics.com//files/100_0260_medium_112.jpg ________________________________________________________________________________
From: "David McNeill" <dlm46007(at)cox.net>
Subject: Re: Nav antenna location
Date: Jul 09, 2009
Marketing I assume. Swept back is cool. A lot of serious IFR aircraft have them swept forward to more accurately know where one is going rather than where one has been. IFR magazine had an article of an aircraft in IMC that hit a mountain while traveling between Port Angeles and Seattle along an airway. The cause was determined to be a bent VOR signal and the sensitivity of the antennas. I don't recall the particulars but do know that the sensitivity is in the direction of the elements of the V. -----Original Message----- From: owner-rv10-list-server(at)matronics.com [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of John Cumins Sent: Thursday, July 09, 2009 11:36 AM Subject: RE: RV10-List: Re: Nav antenna location If that's the case then why does everyone point them aft. John G. Cumins President JC'S Interactive Systems 2499 B1 Martin Rd Fairfield Ca 94533 707-425-7100 707-425-7576 Fax Your Total Technology Solution Provider -----Original Message----- From: owner-rv10-list-server(at)matronics.com [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of David McNeill Sent: Thursday, July 09, 2009 10:42 AM Subject: RE: RV10-List: Re: Nav antenna location The lobes of sensitivity lie along the sides of the V. pointed forward. More sensitivity forward. -----Original Message----- From: owner-rv10-list-server(at)matronics.com [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of John Cumins Sent: Thursday, July 09, 2009 10:14 AM Subject: RE: RV10-List: Re: Nav antenna location Jason I am going to do the same thing and will add the LED beacon. I was wondering why you have the Antenna pointed forward. I would think going aft would relieve a lot of stress on the antenna mount. I am also going to place the Nav antenna on top of the VS they really work best up there. John G. Cumins 40864 EMP -----Original Message----- From: owner-rv10-list-server(at)matronics.com [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of jkreidler Sent: Thursday, July 09, 2009 4:40 AM Subject: RV10-List: Re: Nav antenna location We put ours on top of the VS, we also added an LED beacon up there. See attached... Jason Kreidler - 4 Partner Build N44YH - Flying - #40617 Sheboygan Falls, WI Tony Kolar, Kyle Hokel, Wayne Elsner, & Jason Kreidler Read this topic online here: http://forums.matronics.com/viewtopic.php?p=252251#252251 Attachments: http://forums.matronics.com//files/100_0260_medium_112.jpg ________________________________________________________________________________
Date: Jul 09, 2009
Subject: Re: Nav antenna location
From: Kelly McMullen <apilot2(at)gmail.com>
If that were much of an issue, why not go with the more sensitive and balanced blade antennas? Most new production aircraft use them. IIRC they were designed to optimize VOR/DME RNAV performance. On Thu, Jul 9, 2009 at 12:32 PM, David McNeill wrote: > > Marketing I assume. Swept back is cool. A lot of serious IFR aircraft have > them swept forward to more accurately know where one is going rather than > where one has been. IFR magazine had an article of an aircraft in IMC that > hit a mountain while traveling between Port Angeles and Seattle along an > airway. The cause was determined to be a bent VOR signal and the > sensitivity > of the antennas. I don't recall the particulars but do know that the > sensitivity is in the direction of the elements of the V. > > -----Original Message----- > From: owner-rv10-list-server(at)matronics.com > [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of John Cumins > Sent: Thursday, July 09, 2009 11:36 AM > To: rv10-list(at)matronics.com > Subject: RE: RV10-List: Re: Nav antenna location > > > If that's the case then why does everyone point them aft. > > John G. Cumins > President > > JC'S Interactive Systems > 2499 B1 Martin Rd > Fairfield Ca 94533 > 707-425-7100 > 707-425-7576 Fax > > Your Total Technology Solution Provider > -----Original Message----- > From: owner-rv10-list-server(at)matronics.com > [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of David McNeill > Sent: Thursday, July 09, 2009 10:42 AM > To: rv10-list(at)matronics.com > Subject: RE: RV10-List: Re: Nav antenna location > > > The lobes of sensitivity lie along the sides of the V. pointed forward. > More > sensitivity forward. > > -----Original Message----- > From: owner-rv10-list-server(at)matronics.com > [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of John Cumins > Sent: Thursday, July 09, 2009 10:14 AM > To: rv10-list(at)matronics.com > Subject: RE: RV10-List: Re: Nav antenna location > > > Jason > > I am going to do the same thing and will add the LED beacon. I was > wondering why you have the Antenna pointed forward. I would think going > aft > would relieve a lot of stress on the antenna mount. > > I am also going to place the Nav antenna on top of the VS they really work > best up there. > > John G. Cumins > 40864 EMP > > > -----Original Message----- > From: owner-rv10-list-server(at)matronics.com > [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of jkreidler > Sent: Thursday, July 09, 2009 4:40 AM > To: rv10-list(at)matronics.com > Subject: RV10-List: Re: Nav antenna location > > > > We put ours on top of the VS, we also added an LED beacon up there. See > attached... > > Jason Kreidler - 4 Partner Build > N44YH - Flying - #40617 > Sheboygan Falls, WI > Tony Kolar, Kyle Hokel, Wayne Elsner, & Jason Kreidler > > > Read this topic online here: > > http://forums.matronics.com/viewtopic.php?p=252251#252251 > > > Attachments: > > http://forums.matronics.com//files/100_0260_medium_112.jpg > > ________________________________________________________________________________
From: Miller John <gengrumpy(at)aol.com>
Subject: Re: Washing aircraft
Date: Jul 09, 2009
Spruce sells a Simple Green for aircraft cleaner. DO NOT use Simple Green regular stuff! Prior research showed no interaction with our airplane parts for this specialty one. Buy it by the gallon. grumpy N184JM On Jul 9, 2009, at 1:24 PM, John Cox wrote: > > "Hydrogen Embrittlement". > > That is the fancy buzz word for hardened fasteners that are affected > by > the use of incorrect cleaning chemicals. > > "Faying Action". > > That is the second $0.50 word that means the soap solution wicks > between > overlapping joints to never be rinsed away through normal clean water > demineralized rinse processes. > > Before selecting chemicals that can adversely affect the difference in > Nobelity of differing metals know what you are doing. Corrosion > results, it takes years, it requires major skin rework. Ask an old > mechanic or an MIT engineer what they use first. Light sport planes > have not been around as long as the ole spam cans. > > For waxing, I am using LoPresti Speed Shine. > > John Cox > > -----Original Message----- > From: owner-rv10-list-server(at)matronics.com > [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Sheldon > Olesen > Sent: Wednesday, July 08, 2009 9:29 AM > To: rv10-list(at)matronics.com > Subject: RV10-List: Washing aircraft > > > > This month's Light Plane Maintenance has an article on washing > aircraft. One of the suggested products was Woolite. Seemed strange > that a clothes washing product would be suitable for aircraft, but > since my wife had some I gave it a try. To my surprise it got off > bugs and oil rather easily. The windshield cleaned up with very > little streaking. This stuff doesn't leave much residue behind. I > had some light oil on the belly and that came off with no problem. > Chances are your wife already has some Woolite so give it a try. > Recommended mix is 2 ounces to 1 gallon. > > Anybody else have a favorite washing or waxing product? > > > Sheldon Olesen > N475PV 93 hours > > ________________________________________________________________________________
From: Miller John <gengrumpy(at)aol.com>
Subject: Re: Hot`
Date: Jul 09, 2009
I just followed the plans, used Van's kit parts, and only have one heat muff connected to the inlet valve. I also installed a butterfly valve ahead of the heat muff intake, which stays closed most of the time. No problem with heat in the tunnel. grumpy N184JM On Jul 9, 2009, at 10:59 AM, hsdexo wrote: > > I know this is an old topic, just wandering if anyone has found the > magic solution to the hot tunnel and subsequent hot cabin at low > altitudes in the 10. > I have the VANS mod dumping fresh air in the tunnel, I have > insulated the tunnel, I have the firewall insulated inside, nothing > on the outside. I have louvers about twice the size that came with > the kit installed on the bottom of the cowling. > Any suggestions short of air conditioning. > I don't have a problem with the engine or oil temps. > > R/Harry > > > Read this topic online here: > > http://forums.matronics.com/viewtopic.php?p=252291#252291 > > ________________________________________________________________________________
Subject: Re: Nav antenna location
Date: Jul 09, 2009
From: "John Cox" <johnwcox(at)pacificnw.com>
Looks (aesthetics) often override antennae ground plane theory. No one should casually dismiss correct orientation solely on appearance. Builders should consider manufacturer avionics and their best antennae selection choice long before the aircraft is entering finish. But alas, all too often the thought doesn't enter early enough into radiation patterns, placement, interference, ground plane (signal propagation), coaxial run lengths or aesthetics until much too late to be as effective. "That is the case." Now....tradeoffs, that is more to the reality of choice during the long build process. You can always look to the over 214 flying RV-10s and follow the leaders. John Cox W7COX #40600 -----Original Message----- From: owner-rv10-list-server(at)matronics.com [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of John Cumins Sent: Thursday, July 09, 2009 11:36 AM Subject: RE: RV10-List: Re: Nav antenna location If that's the case then why does everyone point them aft. John G. Cumins President JC'S Interactive Systems 2499 B1 Martin Rd Fairfield Ca 94533 707-425-7100 707-425-7576 Fax Your Total Technology Solution Provider -----Original Message----- From: owner-rv10-list-server(at)matronics.com [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of David McNeill Sent: Thursday, July 09, 2009 10:42 AM Subject: RE: RV10-List: Re: Nav antenna location The lobes of sensitivity lie along the sides of the V. pointed forward. More sensitivity forward. ________________________________________________________________________________
Date: Jul 09, 2009
From: Linn Walters <pitts_pilot(at)bellsouth.net>
Subject: Re: Nav antenna location
Bear with me David ..... it's been a long time since I did antennas. AFAIK, the direction the VOR antenna points (V forward or backward) has nothing to do with sensitivity. The VOR antenna is a relatively standard center fed dipole. The BALUN matches the balanced antenna with the unbalanced coax (BAL UN). With most center fed dipoles, the 'arms' are in line like a rod. Think of that FM antenna made from twin-lead. I think the 'bent' dipole is an attempt at reducing the drag associated with that straight antenna. The max sensitivity of a straight dipole would be perpendicular to the 'straight' antenna. But, since the VOR station may be anywhere within the 360 degree circle around the aircraft, and will, at some time end up off the 'point' of the antenna ...... the reception would be poor at that point. By bending the antenna we also get better 360 degree reception since more of the antenna is broadside to the incoming signal as we fly around in a circle (Vs. off the point at 90/270 to the signal). If I'm wrong .... like I said ... been a long time .... please point me to some 'educational material'. Linn David McNeill wrote: > > Marketing I assume. Swept back is cool. A lot of serious IFR aircraft have > them swept forward to more accurately know where one is going rather than > where one has been. IFR magazine had an article of an aircraft in IMC that > hit a mountain while traveling between Port Angeles and Seattle along an > airway. The cause was determined to be a bent VOR signal and the sensitivity > of the antennas. I don't recall the particulars but do know that the > sensitivity is in the direction of the elements of the V. ________________________________________________________________________________
Date: Jul 09, 2009
Subject: Re: Washing aircraft
From: James McGrew <jsmcgrew(at)alum.mit.edu>
It is called Simple Green Extreme. I learned about it in a previous length thread about this subject. It is made specifically for aircraft. I've been using it to wash my plane. Jim N312JE On Thu, Jul 9, 2009 at 3:04 PM, Miller John wrote: > > Spruce sells a Simple Green for aircraft cleaner. > > DO NOT use Simple Green regular stuff! > > Prior research showed no interaction with our airplane parts for this > specialty one. > > Buy it by the gallon. > > grumpy > N184JM > > > On Jul 9, 2009, at 1:24 PM, John Cox wrote: > >> >> "Hydrogen Embrittlement". >> >> That is the fancy buzz word for hardened fasteners that are affected by >> the use of incorrect cleaning chemicals. >> >> "Faying Action". >> >> That is the second $0.50 word that means the soap solution wicks between >> overlapping joints to never be rinsed away through normal clean water >> demineralized rinse processes. >> >> Before selecting chemicals that can adversely affect the difference in >> Nobelity of differing metals know what you are doing. Corrosion >> results, it takes years, it requires major skin rework. Ask an old >> mechanic or an MIT engineer what they use first. Light sport planes >> have not been around as long as the ole spam cans. >> >> For waxing, I am using LoPresti Speed Shine. >> >> John Cox >> >> -----Original Message----- >> From: owner-rv10-list-server(at)matronics.com >> [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Sheldon >> Olesen >> Sent: Wednesday, July 08, 2009 9:29 AM >> To: rv10-list(at)matronics.com >> Subject: RV10-List: Washing aircraft >> >> >> This month's Light Plane Maintenance has an article on washing >> aircraft. One of the suggested products was Woolite. Seemed strange >> that a clothes washing product would be suitable for aircraft, but >> since my wife had some I gave it a try. To my surprise it got off >> bugs and oil rather easily. The windshield cleaned up with very >> little streaking. This stuff doesn't leave much residue behind. I >> had some light oil on the belly and that came off with no problem. >> Chances are your wife already has some Woolite so give it a try. >> Recommended mix is 2 ounces to 1 gallon. >> >> Anybody else have a favorite washing or waxing product? >> >> >> Sheldon Olesen >> N475PV 93 hours >> >> >> >> >> >> >> >> >> >> > > ________________________________________________________________________________
From: Robert Brunkenhoefer <rebrunk42(at)gmail.com>
Subject: Re: Nav antenna location
Date: Jul 09, 2009
i have two blades. i love them. robert On Jul 9, 2009, at 3:20 PM, John Cox wrote: > > Looks (aesthetics) often override antennae ground plane theory. No > one > should casually dismiss correct orientation solely on appearance. > > Builders should consider manufacturer avionics and their best antennae > selection choice long before the aircraft is entering finish. But > alas, > all too often the thought doesn't enter early enough into radiation > patterns, placement, interference, ground plane (signal propagation), > coaxial run lengths or aesthetics until much too late to be as > effective. > > "That is the case." Now....tradeoffs, that is more to the reality > of > choice during the long build process. > You can always look to the over 214 flying RV-10s and follow the > leaders. > > John Cox > W7COX > #40600 > > -----Original Message----- > From: owner-rv10-list-server(at)matronics.com > [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of John Cumins > Sent: Thursday, July 09, 2009 11:36 AM > To: rv10-list(at)matronics.com > Subject: RE: RV10-List: Re: Nav antenna location > > > If that's the case then why does everyone point them aft. > > John G. Cumins > President > > JC'S Interactive Systems > 2499 B1 Martin Rd > Fairfield Ca 94533 > 707-425-7100 > 707-425-7576 Fax > > Your Total Technology Solution Provider > -----Original Message----- > From: owner-rv10-list-server(at)matronics.com > [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of David > McNeill > Sent: Thursday, July 09, 2009 10:42 AM > To: rv10-list(at)matronics.com > Subject: RE: RV10-List: Re: Nav antenna location > > > The lobes of sensitivity lie along the sides of the V. pointed > forward. > More > sensitivity forward. > > ________________________________________________________________________________
Subject: Hanger for shoulder belts?
Date: Jul 09, 2009
From: "Dawson-Townsend,Timothy" <tdawson-townsend(at)aurora.aero>
Rm9yIHRob3NlIHdobyBoYXZlIGluc3RhbGxlZCBhIGhhbmdlciBvbiB0aGUgY2FiaW4gcm9vZiB0 byBob2xkIGZyb250IHNob3VsZGVyIGJlbHRzIGhhbmR5LCB3aGVyZSBkaWQgeW91IHB1dCBpdD8g IEknZCBsaWtlIHRvIGluc3RhbGwgb25lIGluIHRoZSBtaWRkbGUgd2l0aCB0d28gaG9va3MsIGJ1 dCBkb24ndCBoYXZlIHNlYXRzIGluc3RhbGxlZCB0byAiZmVlbCIgd2hlcmUgYSBnb29kIGZvcmUt YWZ0IGxvY2F0aW9uIGlzLiAgQ2FuIHlvdSB0ZWxsIG1lIGluIGluY2hlcyBmcm9tIHRoZSB0b3Ag b2YgdGhlIHdvaW5kc2hpZWxkIGNhYmluIHN1cHBvcnQgb3Igc29tZXRoaW5nPw0KVGhhbmtzIGZv ciB5b3VyIGlucHV0IQ0KDQpUaW0gRC1UDQo0MDAyNQ0K ________________________________________________________________________________
From: "David McNeill" <dlm46007(at)cox.net>
Subject: Re: Nav antenna location
Date: Jul 09, 2009
I did not do antennas but somewhere in my distant past I remember pictures of propagation/reception patterns. IIRC the propagation patterns were pear shapes about the elements of the V where the large end of the pear coincided with the tip of the element. -----Original Message----- From: owner-rv10-list-server(at)matronics.com [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Linn Walters Sent: Thursday, July 09, 2009 2:16 PM Subject: Re: RV10-List: Re: Nav antenna location --> Bear with me David ..... it's been a long time since I did antennas. AFAIK, the direction the VOR antenna points (V forward or backward) has nothing to do with sensitivity. The VOR antenna is a relatively standard center fed dipole. The BALUN matches the balanced antenna with the unbalanced coax (BAL UN). With most center fed dipoles, the 'arms' are in line like a rod. Think of that FM antenna made from twin-lead. I think the 'bent' dipole is an attempt at reducing the drag associated with that straight antenna. The max sensitivity of a straight dipole would be perpendicular to the 'straight' antenna. But, since the VOR station may be anywhere within the 360 degree circle around the aircraft, and will, at some time end up off the 'point' of the antenna ...... the reception would be poor at that point. By bending the antenna we also get better 360 degree reception since more of the antenna is broadside to the incoming signal as we fly around in a circle (Vs. off the point at 90/270 to the signal). If I'm wrong .... like I said ... been a long time .... please point me to some 'educational material'. Linn David McNeill wrote: > > Marketing I assume. Swept back is cool. A lot of serious IFR aircraft have > them swept forward to more accurately know where one is going rather than > where one has been. IFR magazine had an article of an aircraft in IMC that > hit a mountain while traveling between Port Angeles and Seattle along an > airway. The cause was determined to be a bent VOR signal and the sensitivity > of the antennas. I don't recall the particulars but do know that the > sensitivity is in the direction of the elements of the V. ________________________________________________________________________________
From: "RV Builder (Michael Sausen)" <rvbuilder(at)sausen.net>
Date: Jul 09, 2009
Subject: BMA Out of Business
In case anyone hasn't seen the Blue Mountain Avionics site lately, they hav e shut down operations and are basically out of business... Too bad, they always had a promising product but could never understand how important it was to lock development and provide proper customer support....... http://www.bluemountainavionics.com/news2/news.php?displayType=article&ar ticleID=74 Comments on his board... http://bluemountainavionics.com/talk/showthread.php?t=1849 Michael ________________________________________________________________________________
Date: Jul 09, 2009
Subject: Re: Hanger for shoulder belts?
From: Dave Saylor <dave.saylor.aircrafters(at)gmail.com>
Tim, We just ordered material for a production run of seat belt hangers. I think the price will be about $60 including all the instructions and hardware for some high-quality hard points in the ceiling. Here are a couple of pictures (in a Word document). We should be shipping soon after Oshkosh. These work really well, and you will have some variability as to where you place them. I avoided a hook that protruded down for safety reasons. More soon, Dave Saylor AirCrafters LLC 140 Aviation Way Watsonville, CA 95076 831-722-9141 Shop 831-750-0284 Cell On Thu, Jul 9, 2009 at 4:09 PM, Dawson-Townsend,Timothy < tdawson-townsend(at)aurora.aero> wrote: > For those who have installed a hanger on the cabin roof to hold front > shoulder belts handy, where did you put it? I'd like to install one in the > middle with two hooks, but don't have seats installed to "feel" where a good > fore-aft location is. Can you tell me in inches from the top of the > woindshield cabin support or something? > Thanks for your input! > > Tim D-T > 40025 > -- Dave Saylor AirCrafters LLC 140 Aviation Way Watsonville, CA 95076 831-722-9141 Shop 831-750-0284 Cell ________________________________________________________________________________
Date: Jul 09, 2009
From: Don McDonald <building_partner(at)yahoo.com>
Subject: Re: Hanger for shoulder belts?
This shot of my install should give you a pretty good idea.=C2- They work great.=C2- Almost anywhere close is fine... just a pain to have to reach into the back seat to retieve.=C2- Don McDonald --- On Thu, 7/9/09, Dawson-Townsend,Timothy wrote: From: Dawson-Townsend,Timothy <tdawson-townsend(at)aurora.aero> Subject: RV10-List: Hanger for shoulder belts? Date: Thursday, July 9, 2009, 4:09 PM For those who have installed a hanger on the cabin roof to hold front shoul der belts handy, where did you put it?=C2- I'd like to install one in the middle with two hooks, but don't have seats installed to "feel" where a go od fore-aft location is.=C2- Can you tell me in inches from the top of th e woindshield cabin support or something? Thanks for your input! Tim D-T 40025 =C2=C2=B7=BA~=B0=C3=AD=C2=B2,=C3=9Eg(=93=C5- =C3=93M4=C3=93G=C3=9Aq=C3=BC=C2=A2=C3=AA=C3=A2z=C2=B9=C3=9E=C3=81=C3=8A.=C2 =AE'=C2=AB8^E]t.+-f=C2=A2=9DZ+=C2=BAt=C2=B1=C3=ABax=C3=86=C2=AD=C2=AE =B0=C3=A2r=C3=82=C3=A2=C2=B2=C3=91^j=C3=9B=C2=ABz=C3=83Z=C2=BE(=C2=B6 =C5-=C3=AD=C2=A1=C2=BA=C3=A8=C3=82=C3=87=C2=B6=C2j|=B9=C5-=C3 =8Bn=C2=B6)b=C2=B6'=C2=AC=C2=B2=C3=A7!j=C3=82=C3=A2=C2=B2=C3-'=C3=BD+ =BA=C2=B1=C3=8A=C3=A2=C2=C3=98=C2=A8=C5=93+r=C2=AFy'=C5=A1=C2=AD=C3 =88C=C2=A3 =C3=A5=C2=A1=C2=A7{ =C2=AC=EF=BD=C2=AE=C5=92,x(Z=C2=B4P=0A=0A =0A ________________________________________________________________________________
Subject: Off topic - where can I get an automatic riveting robot?
Date: Jul 10, 2009
From: "Dawson-Townsend,Timothy" <tdawson-townsend(at)aurora.aero>
http://www.flightglobal.com/blogs/the-dewline/2009/07/how-to-build-fa-18 f-super-horn.html Tim Dawson-Townsend 40025 tdt(at)aurora.aero 617-500-4812 (office) 617-905-4800 (mobile) ________________________________________________________________________________
Subject: Countersink for belts?
Date: Jul 10, 2009
From: "Dawson-Townsend,Timothy" <tdawson-townsend(at)aurora.aero>
Is that countersink for the cabin roof for the shoulder belts still in circulation? And/or does someone have a spec or model number? Wings went on for good yesterday. Prop on, too. Looks like an airplane! Light at the end of the tunnel? Order more tunnel! Thanks, TDT Tim Dawson-Townsend tdt(at)aurora.aero 617-500-4812 (office) 617-905-4800 (mobile) ________________________________________________________________________________
From: "Bob Leffler" <rv(at)thelefflers.com>
Subject: Countersink for belts?
Date: Jul 10, 2009
Yes, thanks for the reminder. They will be heading to Mike Schulz this weekend. He's the last on the list. From: owner-rv10-list-server(at)matronics.com [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Dawson-Townsend,Timothy Sent: Friday, July 10, 2009 11:10 AM Subject: RV10-List: Countersink for belts? Is that countersink for the cabin roof for the shoulder belts still in circulation? And/or does someone have a spec or model number? Wings went on for good yesterday. Prop on, too. Looks like an airplane! Light at the end of the tunnel? Order more tunnel! Thanks, TDT Tim Dawson-Townsend tdt(at)aurora.aero 617-500-4812 (office) 617-905-4800 (mobile) ________________________________________________________________________________
Subject: Re: Off topic - where can I get an automatic riveting robot?
From: ricksked(at)embarqmail.com
Date: Jul 10, 2009
Philippines...Angeles City at the Nepa Hut or Fire Empire.... Sent via BlackBerry by AT&T -----Original Message----- From: "Dawson-Townsend,Timothy" <tdawson-townsend(at)aurora.aero> Date: Fri, 10 Jul 2009 11:05:41 Subject: RV10-List: Off topic - where can I get an auto matic riveting robot? This is a multi-part message in MIME format. ________________________________________________________________________________
From: "sean garrison" <sean(at)hangerg.com>
Subject: Off topic - where can I get an automatic riveting robot?
Date: Jul 10, 2009
Link did not work From: owner-rv10-list-server(at)matronics.com [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Dawson-Townsend,Timothy Sent: Friday, July 10, 2009 11:06 AM Subject: RV10-List: Off topic - where can I get an automatic riveting robot? http://www.flightglobal.com/blogs/the-dewline/2009/07/how-to-build-fa-18f-su per-horn.html Tim Dawson-Townsend 40025 tdt(at)aurora.aero 617-500-4812 (office) 617-905-4800 (mobile) ________________________________________________________________________________
Date: Jul 10, 2009
Subject: Re: Off topic - where can I get an automatic riveting robot?
From: Dj Merrill <deej(at)deej.net>
On 07/10/2009 12:27 PM, sean garrison wrote: > > Link did not work > > > > > <http://www.flightglobal.com/blogs/the-dewline/2009/07/how-to-build-fa-18f-super-horn.html> > > > Works okay for me... -Dj ________________________________________________________________________________
From: "Paul Bowmar" <paul(at)bwbco.com>
Date: Jul 10, 2009
Subject: Re: Hanger for shoulder belts?
Hanger for shoulder belts?Take a look at this web site. http://www.planeinnovations.com/new%20wheelpant.htm Paul ----- Original Message ----- From: Dawson-Townsend,Timothy To: rv10-list(at)matronics.com Sent: Thursday, July 09, 2009 5:09 PM Subject: RV10-List: Hanger for shoulder belts? For those who have installed a hanger on the cabin roof to hold front shoulder belts handy, where did you put it? I'd like to install one in the middle with two hooks, but don't have seats installed to "feel" where a good fore-aft location is. Can you tell me in inches from the top of the woindshield cabin support or something? Thanks for your input! Tim D-T 40025 ??~??,=03g?=D3=93 ________________________________________________________________________________
From: "John Cumins" <jcumins(at)jcis.net>
Subject: Off topic - where can I get an automatic riveting robot?
Date: Jul 10, 2009
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________________________________________________________________________________
Subject: Re: Off topic - where can I get an automatic riveting robot?
From: ricksked(at)embarqmail.com
Date: Jul 10, 2009
T0xEPz8/PyAgRGFybi4uLi5taWRkbGUgYWdlIG1heWJlLi4uLmJ1dCBPTEQhISEhICBCdXQgeW91 IGFyZSByaWdodCBhYm91dCB0aGUgVVNBRiBwYXJ0Li4ud29uZGVyZWQgd2hvIHdvdWxkIGNhdGNo IGl0IGFuZCByZXNwb25kDQpTZW50IHZpYSBCbGFja0JlcnJ5IGJ5IEFUJlQNCg0KLS0tLS1Pcmln aW5hbCBNZXNzYWdlLS0tLS0NCkZyb206ICJKb2huIEN1bWlucyIgPGpjdW1pbnNAamNpcy5uZXQ+ DQoNCkRhdGU6IEZyaSwgMTAgSnVsIDIwMDkgMTI6MTI6NTUgDQpUbzogPHJ2MTAtbGlzdEBtYXRy b25pY3MuY29tPg0KU3ViamVjdDogUkU6IFJWMTAtTGlzdDogT2ZmIHRvcGljIC0gd2hlcmUgY2Fu IEkgZ2V0IGFuIGF1dG9tYXRpYyByaXZldGluZyByb2JvdD8NCg0KDQpUaGlzIGlzIGEgbXVsdGkt cGFydCBtZXNzYWdlIGluIE1JTUUgZm9ybWF0Lg0KDQo ________________________________________________________________________________
Subject: Re: Countersink for belts?
From: "Eric_Kallio" <scout019(at)msn.com>
Date: Jul 10, 2009
Add me to the list. Eric Kallio 38152 Willow Lake East Ave. Prairieville, LA 70769. Thanks. Eric Read this topic online here: http://forums.matronics.com/viewtopic.php?p=252477#252477 ________________________________________________________________________________
From: "Neal George" <n8zg(at)mchsi.com>
Subject: Off topic - where can I get an automatic riveting robot?
Date: Jul 10, 2009
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Date: Jul 10, 2009
From: Kelly McMullen <kellym(at)aviating.com>
Subject: Re: Off topic - where can I get an automatic riveting robot?
I assume that is where most of the skilled workers for Bonanza Aircrafters or whatever the exact name of Van's QB subcontractor, come from. ricksked(at)embarqmail.com wrote: > OLD???? Darn....middle age maybe....but OLD!!!! But you are right about > the USAF part...wondered who would catch it and respond > > Sent via BlackBerry by AT&T > > ------------------------------------------------------------------------ > *From*: "John Cumins" > *To*: > *Subject*: RE: RV10-List: Off topic - where can I get an automatic > riveting robot? > > Rick > > <= /o:p> > > Only a old Air Force Guy or old AF crew member would know those > places.=C2- = I was the last C-5 to arrive and depart Clark after the > Mountion blew its top that finally closed the Base. > > <= /o:p> > > What wild memories.. > > <= /o:p> > > <= /o:p> > > John 40864 emp > > * <= /o:p>* > > > > *From:=* owner-rv10-list-server(at)matronics.com > [mailto:owner-rv10-list-server(at)matronics.com] *On Behalf Of > =*ricksked(at)embarqmail.com > *Sent:* Friday, July 10, 2009 8:31 AM > *To:* Rv > *Subject:* Re: RV10-List: Off topic - where can I get an automatic > riveting robot? > > > > Philippines...Angeles City at the > Nepa Hut or Fire Empire.... > > Sent via BlackBerry by AT&T > > ------------------------------------------------------------------------ > > *From*: "Dawson-Townsend,Timothy" > *To*: > *Subject*: RV10-List: Off topic - where can I get an automatic = > riveting robot? > > http://www.flightglobal.com/blogs/the-dewline/2= > 009/07/how-to-build-fa-18f-super-horn.html > > > > > > Tim Dawson-Townsend > > 40025 > > tdt(at)aurora.aero > > 617-500-4812 (office) > > 617-905-4800 (mobile) > > > > *=C2- = 3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D== 3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D== 3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D== 3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D== 3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D== 3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D== 3D = 3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D== 3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D== 3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D== for your generous support! = =C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2= -=C2-=C2-=C2-=C2-=C2- -Matt Dralle, List Admin. = href="3D">http://www.matronics.com/contribution = 3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3 D3D=3D=3D== 3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D== 3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D== 3D * > > =C2=C2=B7=BA~=B0=C3=AD=C2=B2,=C3=9E=C3=9C== > =C5=93=C2=A2Z+=C3=93M4=C3=93G=C3=9Aq=C3=AD=C3=83r=B9=C2=AB=B0= > =C3=AA=C3=A7{(=C2=BA=C2=B8=C5=BE=C2=AFp=C3=B7p=C3=B7p=C3=B7p=C3=B7p=C3=B7= > p=C3=B7p=C3=B7p=C3=B7p=C3=B7p=C3=B7p=C3=B7p=C3=B7p=C3=B7p=C3=B7p=C3=B7p=C3= > =B7p=C3=B7p=C3=B7p=C3=B7p=C3=B7p=C3=B7p=C3=B7p=C3=B7p=C3=B7p=C3=B7p=C3=B7= > p=C3=B7p=C3=B7p=C3=B7p=C3=B7p=C3=93=C3=A4U=C3=97B=C3=A2=C2=B2=C3= > =91&j)E=C2=A2=C2=BB=C2=C3=9C5,z=C3=98^1=C2=ABk=C2=A2x=C5=93=C2=B0=C2= > =B8=C2=AC=C2=B4W=C5=A1=C2=B6=C3=AA=C3=9E=C2=B0=C3'=C2=AF=C5-=06=C2=AD= > =C2=A2=C2=BBhn=C2=BA0=C2=B1=C3=AD=C3=83=C2=B6=C2j|=B9=C5-=C3=8B= > n=C2=B6)b=C2=B6'=C2=AC=C2=B2=C3=A7!j=C3=82=C3=A2=C2=B2=C3-'=C3=BD+= > =BA=C2=B1=C3=8A=C3=A2=C2=C3=98=C2=A8=C5=B8p=C3=C2=AD=C3=88b=C2=BD=C3= > =A4=C5=BEj=C2=B7! > =C5=92'=93-=C2=9D=C3=AC6=C2=B2=06=C2=BA0=C2=B1=C3-=C2=A1j= > =C3=91@Cp=C3=8F-=B9h=C2=B2=C2=ABy=C2=A9=C3=9D=C5=A1=C3=A7!=C5= > =A1=C3=A7!=C5=A1=C5-=C3=9E=C3=9C==C3=83j=C3=9E=7Fp=C3=A1=C2=B6=C3=9A=7F=C3 > 0=84=A2=C2=ABk=C2=A2x=C5=93=C2=B1=C3=8A&=C3=BC=C3'=C2=AF=C5-=06= > =C2=AD=C2=A2=C2=B4U=C3=97B=C3=A2=C2=B2=C3=98m=C2=B6=C5=B8=C3=C3=83 > &j=C3=9A=C3=A8=C5=BE',r=B0=C25=C2=AB=C3=A2=C2=81=C2=ABh=C2=AD= > =15u=C3=90=C2=B8=C2=AC=C2=B7=C3=B6=C2=B7p=C3=B7p=C3=B7p=C3=B7p=C3=B7p=C3=B7= > p=C3=B7p=C3=B7p=C3=B7p=C3=B7p=C3=B7p=C3=B7p=C3=B7p=C3=B7p=C3=B7p=C3=B7p=C3= > =B7p=C3=B7p=C3=B7p=C3=B7p=C3=B7p=C3=B7p=C3=B7p=C3=B7p=C3=B7p=C3=B7p=C3=B7= > p=C3=B7p=C3=B7p=C3=B7p=C3=B7p=C3=8C4N4=82=AC=99X@E9=15 > Kp=C3=92jg =C2=AD=C3=C2=ADr=B0=C3=ADz{Z=93=C3=8A=C2=BD= > =C2=A8=C2=A5i=C2=B9^=C2=BE&=C2=AD=C3=A5=C5=BElZ+=C2=BAk7p=C3= > =9A-=C2=B7=C5=B8=C3=9C8m=C2=B6=C5=B8=C3~=C5-=C3=AE=C5=A1=C3=89= > =C5=A1=C2=B6=C2=BA'=B0=C3=8B=1C=C2=A2hm=C2=B6=C5=B8=C3~=C5-=C3= > =AE=C5=A1=C3=89=C5=A1=C2=B6=C2=BA'=B0=C3=8B=1C=C2=A2o=C3=9A=C3=9C== > =C3=83=C3=9C==C3=83=C3=9C==C3=83=C3=9C==C3=83=C3=9C==C3=83=C3=9C== > =C3=83=C3=9C==C3=83=C3=9C==C3=83=C3=9C==C3=83=C3=9C==C3=83=C3=9C== > =C3=83=C3=9C==C3=83=C3=9C==C3=83=C3=9C==C3=83=C3=9C==C3=83=C3=9C== > =C3=83=C3=9C==C3=83=C3=9C==C3=83=C3=9C==C3=83=C3=9C==C3=83=C3=9C== > =C3=83=C3=9C==C3=83=C3=9C==C3=83=C3=9C==C3=83=C3=9C==C3=83=C3=9C== > =C3=83=C3=9C==C3=83=C3=9C==C3=83=C3=9C==C3=83=C3=9C==C3=83=C3=9C== > =C3=83.+- > =B0=C3=AD=C2=AE&=C3=AE=C2=B6*'Y=C3=C3=92=C5-=C3=97=C2=B7 = > 8Z=C5=BEL=C2=A8=C2=B9=C3=BA+=C3=8A=B9=C2=AB=C2=81=C3=A9=C3=9E=C2=AE= > =B9=C2=AC=C2=B2=C3=AAi=C2=A2=C2=BBw > =C3=86=C2=AD=C2=B4:=C3=9A=93W=B9=C5-=C3=8B@vh=C2=A7=C3=9C6=C2= > =A1=C2=AD=C3=A7=C3=B7 > m=C2=A7=C3=C3=B0=C3=83 = > =C5=A1=C2=B6=C2=BA'=B0=C3=8B=1C=C2=A2o=C3=9C=C2=A2{k=B0=C2=BB= > =C2=AD=C5-=B0=C3=A1=C2=B6=C3=9A=7F=C3 > 0=84=A2=C2=ABk=C2=A2x=C5=93=C2=B1=C3=8A&=C3=BD=C3=8A'=C2=B6=C2=B8= > =BA=C2=BA=C3=98=C2=A8=C5=B8=C3=B6=C2=B7p=C3=B7p=C3=B7p=C3=B7p=C3=B7p=C3= > =B7p=C3=B7p=C3=B7p=C3=B7p=C3=B7p=C3=B7p=C3=B7p=C3=B7p=C3=B7p=C3=B7p=C3=B7= > p=C3=B7p=C3=B7p=C3=B7p=C3=B7p=C3=B7p=C3=B7p=C3=B7p=C3=B7p=C3=B7p=C3=B7p=C3= > =B7p=C3=B7p=C3=B7p=C3=B7p=C3o=C3=B7=C3=A8=C5=BE=C3=9F=C3=A9=C2=AD=C3=AF= > =C3=9B=C2=A1=C3=9C=C2-=C3=99=C2=A5 > > > ~,gM4Gqz.'8E]t.+-fZ+`axr^jzZ(j|n)b'!j'+ry'C > { > ,x(ZP!jrrj|-&j',r5hum > 'ojj+E]t.+-08IaT1 > jgrz{Zi^&lZ+ky+k&j',r+k&j',rhB{ky.+jY^.+-i0fr((nbxm-&j',rr&*''k{w/tml ________________________________________________________________________________
Subject: Re: Off topic - where can I get an automatic riveting robot?
From: ricksked(at)embarqmail.com
Date: Jul 11, 2009
Lol. Sorta Sent via BlackBerry by AT&T -----Original Message----- From: Kelly McMullen <kellym(at)aviating.com> Date: Fri, 10 Jul 2009 15:45:04 Subject: Re: RV10-List: Off topic - where can I get an automatic riveting robot? I assume that is where most of the skilled workers for Bonanza Aircrafters or whatever the exact name of Van's QB subcontractor, come from. ricksked(at)embarqmail.com wrote: > OLD???? Darn....middle age maybe....but OLD!!!! But you are right about > the USAF part...wondered who would catch it and respond > > Sent via BlackBerry by AT&T > > ------------------------------------------------------------------------ > *From*: "John Cumins" > *To*: > *Subject*: RE: RV10-List: Off topic - where can I get an automatic > riveting robot? > > Rick > > <= /o:p> > > Only a old Air Force Guy or old AF crew member would know those > places.=C2- = I was the last C-5 to arrive and depart Clark after the > Mountion blew its top that finally closed the Base. > > <= /o:p> > > What wild memories.. > > <= /o:p> > > <= /o:p> > > John 40864 emp > > * <= /o:p>* > > > > *From:=* owner-rv10-list-server(at)matronics.com > [mailto:owner-rv10-list-server(at)matronics.com] *On Behalf Of > =*ricksked(at)embarqmail.com > *Sent:* Friday, July 10, 2009 8:31 AM > *To:* Rv > *Subject:* Re: RV10-List: Off topic - where can I get an automatic > riveting robot? > > > > Philippines...Angeles City at the > Nepa Hut or Fire Empire.... > > Sent via BlackBerry by AT&T > > ------------------------------------------------------------------------ > > *From*: "Dawson-Townsend,Timothy" > *To*: > *Subject*: RV10-List: Off topic - where can I get an automatic = > riveting robot? > > http://www.flightglobal.com/blogs/the-dewline/2= > 009/07/how-to-build-fa-18f-super-horn.html > > > > > > Tim Dawson-Townsend > > 40025 > > tdt(at)aurora.aero > > 617-500-4812 (office) > > 617-905-4800 (mobile) > > > > *=C2- = 3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D== 3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D== 3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D== 3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D== 3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D== 3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D== 3D = 3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D== 3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D== 3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D== for your generous support! = =C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2= -=C2-=C2-=C2-=C2-=C2- -Matt Dralle, List Admin. = href="3D">http://www.matronics.com/contribution = 3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3 D3D=3D=3D== 3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D== 3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D== 3D * > > =C2=C2=B7=BA~=B0=C3=AD=C2=B2,=C3=9E=C3=9C== > =C5=93=C2=A2Z+=C3=93M4=C3=93G=C3=9Aq=C3=AD=C3=83r=B9=C2=AB=B0= > =C3=AA=C3=A7{(=C2=BA=C2=B8=C5=BE=C2=AFp=C3=B7p=C3=B7p=C3=B7p=C3=B7p=C3=B7= > p=C3=B7p=C3=B7p=C3=B7p=C3=B7p=C3=B7p=C3=B7p=C3=B7p=C3=B7p=C3=B7p=C3=B7p=C3= > =B7p=C3=B7p=C3=B7p=C3=B7p=C3=B7p=C3=B7p=C3=B7p=C3=B7p=C3=B7p=C3=B7p=C3=B7= > p=C3=B7p=C3=B7p=C3=B7p=C3=B7p=C3=93=C3=A4U=C3=97B=C3=A2=C2=B2=C3= > =91&j)E=C2=A2=C2=BB=C2=C3=9C5,z=C3=98^1=C2=ABk=C2=A2x=C5=93=C2=B0=C2= > =B8=C2=AC=C2=B4W=C5=A1=C2=B6=C3=AA=C3=9E=C2=B0=C3'=C2=AF=C5-=06=C2=AD= > =C2=A2=C2=BBhn=C2=BA0=C2=B1=C3=AD=C3=83=C2=B6=C2j|=B9=C5-=C3=8B= > n=C2=B6)b=C2=B6'=C2=AC=C2=B2=C3=A7!j=C3=82=C3=A2=C2=B2=C3-'=C3=BD+= > =BA=C2=B1=C3=8A=C3=A2=C2=C3=98=C2=A8=C5=B8p=C3=C2=AD=C3=88b=C2=BD=C3= > =A4=C5=BEj=C2=B7! > =C5=92'=93-=C2=9D=C3=AC6=C2=B2=06=C2=BA0=C2=B1=C3-=C2=A1j= > =C3=91@Cp=C3=8F-=B9h=C2=B2=C2=ABy=C2=A9=C3=9D=C5=A1=C3=A7!=C5= > =A1=C3=A7!=C5=A1=C5-=C3=9E=C3=9C==C3=83j=C3=9E=7Fp=C3=A1=C2=B6=C3=9A=7F=C3 > 0=84=A2=C2=ABk=C2=A2x=C5=93=C2=B1=C3=8A&=C3=BC=C3'=C2=AF=C5-=06= > =C2=AD=C2=A2=C2=B4U=C3=97B=C3=A2=C2=B2=C3=98m=C2=B6=C5=B8=C3=C3=83 > &j=C3=9A=C3=A8=C5=BE',r=B0=C25=C2=AB=C3=A2=C2=81=C2=ABh=C2=AD= > =15u=C3=90=C2=B8=C2=AC=C2=B7=C3=B6=C2=B7p=C3=B7p=C3=B7p=C3=B7p=C3=B7p=C3=B7= > p=C3=B7p=C3=B7p=C3=B7p=C3=B7p=C3=B7p=C3=B7p=C3=B7p=C3=B7p=C3=B7p=C3=B7p=C3= > =B7p=C3=B7p=C3=B7p=C3=B7p=C3=B7p=C3=B7p=C3=B7p=C3=B7p=C3=B7p=C3=B7p=C3=B7= > p=C3=B7p=C3=B7p=C3=B7p=C3=B7p=C3=8C4N4=82=AC=99X@E9=15 > Kp=C3=92jg =C2=AD=C3=C2=ADr=B0=C3=ADz{Z=93=C3=8A=C2=BD= > =C2=A8=C2=A5i=C2=B9^=C2=BE&=C2=AD=C3=A5=C5=BElZ+=C2=BAk7p=C3= > =9A-=C2=B7=C5=B8=C3=9C8m=C2=B6=C5=B8=C3~=C5-=C3=AE=C5=A1=C3=89= > =C5=A1=C2=B6=C2=BA'=B0=C3=8B=1C=C2=A2hm=C2=B6=C5=B8=C3~=C5-=C3= > =AE=C5=A1=C3=89=C5=A1=C2=B6=C2=BA'=B0=C3=8B=1C=C2=A2o=C3=9A=C3=9C== > =C3=83=C3=9C==C3=83=C3=9C==C3=83=C3=9C==C3=83=C3=9C==C3=83=C3=9C== > =C3=83=C3=9C==C3=83=C3=9C==C3=83=C3=9C==C3=83=C3=9C==C3=83=C3=9C== > =C3=83=C3=9C==C3=83=C3=9C==C3=83=C3=9C==C3=83=C3=9C==C3=83=C3=9C== > =C3=83=C3=9C==C3=83=C3=9C==C3=83=C3=9C==C3=83=C3=9C==C3=83=C3=9C== > =C3=83=C3=9C==C3=83=C3=9C==C3=83=C3=9C==C3=83=C3=9C==C3=83=C3=9C== > =C3=83=C3=9C==C3=83=C3=9C==C3=83=C3=9C==C3=83=C3=9C==C3=83=C3=9C== > =C3=83.+- > =B0=C3=AD=C2=AE&=C3=AE=C2=B6*'Y=C3=C3=92=C5-=C3=97=C2=B7 = > 8Z=C5=BEL=C2=A8=C2=B9=C3=BA+=C3=8A=B9=C2=AB=C2=81=C3=A9=C3=9E=C2=AE= > =B9=C2=AC=C2=B2=C3=AAi=C2=A2=C2=BBw > =C3=86=C2=AD=C2=B4:=C3=9A=93W=B9=C5-=C3=8B@vh=C2=A7=C3=9C6=C2= > =A1=C2=AD=C3=A7=C3=B7 > m=C2=A7=C3=C3=B0=C3=83 = > =C5=A1=C2=B6=C2=BA'=B0=C3=8B=1C=C2=A2o=C3=9C=C2=A2{k=B0=C2=BB= > =C2=AD=C5-=B0=C3=A1=C2=B6=C3=9A=7F=C3 > 0=84=A2=C2=ABk=C2=A2x=C5=93=C2=B1=C3=8A&=C3=BD=C3=8A'=C2=B6=C2=B8= > =BA=C2=BA=C3=98=C2=A8=C5=B8=C3=B6=C2=B7p=C3=B7p=C3=B7p=C3=B7p=C3=B7p=C3= > =B7p=C3=B7p=C3=B7p=C3=B7p=C3=B7p=C3=B7p=C3=B7p=C3=B7p=C3=B7p=C3=B7p=C3=B7= > p=C3=B7p=C3=B7p=C3=B7p=C3=B7p=C3=B7p=C3=B7p=C3=B7p=C3=B7p=C3=B7p=C3=B7p=C3= > =B7p=C3=B7p=C3=B7p=C3=B7p=C3o=C3=B7=C3=A8=C5=BE=C3=9F=C3=A9=C2=AD=C3=AF= > =C3=9B=C2=A1=C3=9C=C2-=C3=99=C2=A5 > > > ~,gM4Gqz.'8E]t.+-fZ+`axr^jzZ(j|n)b'!j'+ry'C > { > ,x(ZP!jrrj|-&j',r5hum > 'ojj+E]t.+-08IaT1 > jgrz{Zi^&lZ+ky+k&j',r+k&j',rhB{ky.+jY^.+-i0fr((nbxm-&j',rr&*''k{w/tml ________________________________________________________________________________
From: "richard sipp" <rsipp(at)earthlink.net>
Subject: Motivation - Trip report
Date: Jul 10, 2009
Just completed a great trip in the 10. Left central Michigan on 7/2 for West Bend, WI to visit friend overnight. Next day first leg of trip to Salt Lake City, UT was to Ainsworth, NE for fuel and lunch. The airport was deserted but keys in typical airport car. Had lunch at a cowboy bar, the L-Bow room in the nearby town of Johnstown, population 53. Across the endless plains (lots of wind farms popping up everywhere) to Rawlins, WY. for fuel. The final leg took us into Salt Lake #2 from the northeast. Spectacular scenery as you drop down over the 12,000' Wasatch range into the basin. Complex airspace but great handling from SL approach. Spent several days with sister and family, visited Kennecott Copper Mine (biggest hole in the ground and trucks I've ever seen) trout fishing in mountain lakes etc. A great time and beautiful scenery. On the first leg of the return climbing eastbound over the mountains the plane weighed about 2500. The ground temp was 80. At 12,000 it was still ISA +35 making the density altitude something around 14,500. We still had 800 FPM climb as we leveled at 13,000. Fuel stop at Scottsbluff, NE after only 2.3 hours. Great place to refuel and eat. On the way in had a long chat with the center controller who said he is 3 years into his 10. A commuter followed us on the approach and after we both had landed the controller was asking the commuter what the "10" looked like. On to Council Bluffs, IA. RON. Today began with a short flight to Ankeny, IA and nice visit with 86 year old aunt. Final leg home this afternoon Des Moines - north of Milwaukee across the narrow spot in the lake and back home in 2.4 with 190 kt. ground speeds. The entire trip was flown IFR with a couple of approaches in IMC. Can't imagine a trip like this without on board weather, I now consider it a no-go item for a long trip. The airplane never missed a beat in the 16.5 hours. At the higher altitudes and temps 30 degrees above standard we had to increase fuel flow to about 75 rich of peak to keep a couple of cyls below 380. I know this is not new news for all those already flying. For those about to, keep working, you are going to love your airplane. See you at OSH. Tailwinds Dick Sipp RV10 N110DV 160 hours ________________________________________________________________________________
Subject: Re: Off topic - where can I get an automatic riveting robot?
From: fehdxlbb(at)gmail.com
Date: Jul 11, 2009
FWIW, I think Beechcraft in Wichita tried robots to rivet Kingairs together for a while. They are back to humans...just didn't work out well. -Jim Sent from my Verizon Wireless BlackBerry -----Original Message----- From: Kelly McMullen <kellym(at)aviating.com> Date: Fri, 10 Jul 2009 15:45:04 Subject: Re: RV10-List: Off topic - where can I get an automatic riveting robot? I assume that is where most of the skilled workers for Bonanza Aircrafters or whatever the exact name of Van's QB subcontractor, come from. ricksked(at)embarqmail.com wrote: > OLD???? Darn....middle age maybe....but OLD!!!! But you are right about > the USAF part...wondered who would catch it and respond > > Sent via BlackBerry by AT&T > > ------------------------------------------------------------------------ > *From*: "John Cumins" > *To*: > *Subject*: RE: RV10-List: Off topic - where can I get an automatic > riveting robot? > > Rick > > <= /o:p> > > Only a old Air Force Guy or old AF crew member would know those > places.=C2- = I was the last C-5 to arrive and depart Clark after the > Mountion blew its top that finally closed the Base. > > <= /o:p> > > What wild memories.. > > <= /o:p> > > <= /o:p> > > John 40864 emp > > * <= /o:p>* > > > > *From:=* owner-rv10-list-server(at)matronics.com > [mailto:owner-rv10-list-server(at)matronics.com] *On Behalf Of > =*ricksked(at)embarqmail.com > *Sent:* Friday, July 10, 2009 8:31 AM > *To:* Rv > *Subject:* Re: RV10-List: Off topic - where can I get an automatic > riveting robot? > > > > Philippines...Angeles City at the > Nepa Hut or Fire Empire.... > > Sent via BlackBerry by AT&T > > ------------------------------------------------------------------------ > > *From*: "Dawson-Townsend,Timothy" > *To*: > *Subject*: RV10-List: Off topic - where can I get an automatic = > riveting robot? > > http://www.flightglobal.com/blogs/the-dewline/2= > 009/07/how-to-build-fa-18f-super-horn.html > > > > > > Tim Dawson-Townsend > > 40025 > > tdt(at)aurora.aero > > 617-500-4812 (office) > > 617-905-4800 (mobile) > > > > *=C2- = 3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D== 3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D== 3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D== 3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D== 3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D== 3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D== 3D = 3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D== 3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D== 3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D== for your generous support! = =C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2= -=C2-=C2-=C2-=C2-=C2- -Matt Dralle, List Admin. = href="3D">http://www.matronics.com/contribution = 3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3 D3D=3D=3D== 3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D== 3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D== 3D * > > =C2=C2=B7=BA~=B0=C3=AD=C2=B2,=C3=9E=C3=9C== > =C5=93=C2=A2Z+=C3=93M4=C3=93G=C3=9Aq=C3=AD=C3=83r=B9=C2=AB=B0= > =C3=AA=C3=A7{(=C2=BA=C2=B8=C5=BE=C2=AFp=C3=B7p=C3=B7p=C3=B7p=C3=B7p=C3=B7= > p=C3=B7p=C3=B7p=C3=B7p=C3=B7p=C3=B7p=C3=B7p=C3=B7p=C3=B7p=C3=B7p=C3=B7p=C3= > =B7p=C3=B7p=C3=B7p=C3=B7p=C3=B7p=C3=B7p=C3=B7p=C3=B7p=C3=B7p=C3=B7p=C3=B7= > p=C3=B7p=C3=B7p=C3=B7p=C3=B7p=C3=93=C3=A4U=C3=97B=C3=A2=C2=B2=C3= > =91&j)E=C2=A2=C2=BB=C2=C3=9C5,z=C3=98^1=C2=ABk=C2=A2x=C5=93=C2=B0=C2= > =B8=C2=AC=C2=B4W=C5=A1=C2=B6=C3=AA=C3=9E=C2=B0=C3'=C2=AF=C5-=06=C2=AD= > =C2=A2=C2=BBhn=C2=BA0=C2=B1=C3=AD=C3=83=C2=B6=C2j|=B9=C5-=C3=8B= > n=C2=B6)b=C2=B6'=C2=AC=C2=B2=C3=A7!j=C3=82=C3=A2=C2=B2=C3-'=C3=BD+= > =BA=C2=B1=C3=8A=C3=A2=C2=C3=98=C2=A8=C5=B8p=C3=C2=AD=C3=88b=C2=BD=C3= > =A4=C5=BEj=C2=B7! > =C5=92'=93-=C2=9D=C3=AC6=C2=B2=06=C2=BA0=C2=B1=C3-=C2=A1j= > =C3=91@Cp=C3=8F-=B9h=C2=B2=C2=ABy=C2=A9=C3=9D=C5=A1=C3=A7!=C5= > =A1=C3=A7!=C5=A1=C5-=C3=9E=C3=9C==C3=83j=C3=9E=7Fp=C3=A1=C2=B6=C3=9A=7F=C3 > 0=84=A2=C2=ABk=C2=A2x=C5=93=C2=B1=C3=8A&=C3=BC=C3'=C2=AF=C5-=06= > =C2=AD=C2=A2=C2=B4U=C3=97B=C3=A2=C2=B2=C3=98m=C2=B6=C5=B8=C3=C3=83 > &j=C3=9A=C3=A8=C5=BE',r=B0=C25=C2=AB=C3=A2=C2=81=C2=ABh=C2=AD= > =15u=C3=90=C2=B8=C2=AC=C2=B7=C3=B6=C2=B7p=C3=B7p=C3=B7p=C3=B7p=C3=B7p=C3=B7= > p=C3=B7p=C3=B7p=C3=B7p=C3=B7p=C3=B7p=C3=B7p=C3=B7p=C3=B7p=C3=B7p=C3=B7p=C3= > =B7p=C3=B7p=C3=B7p=C3=B7p=C3=B7p=C3=B7p=C3=B7p=C3=B7p=C3=B7p=C3=B7p=C3=B7= > p=C3=B7p=C3=B7p=C3=B7p=C3=B7p=C3=8C4N4=82=AC=99X@E9=15 > Kp=C3=92jg =C2=AD=C3=C2=ADr=B0=C3=ADz{Z=93=C3=8A=C2=BD= > =C2=A8=C2=A5i=C2=B9^=C2=BE&=C2=AD=C3=A5=C5=BElZ+=C2=BAk7p=C3= > =9A-=C2=B7=C5=B8=C3=9C8m=C2=B6=C5=B8=C3~=C5-=C3=AE=C5=A1=C3=89= > =C5=A1=C2=B6=C2=BA'=B0=C3=8B=1C=C2=A2hm=C2=B6=C5=B8=C3~=C5-=C3= > =AE=C5=A1=C3=89=C5=A1=C2=B6=C2=BA'=B0=C3=8B=1C=C2=A2o=C3=9A=C3=9C== > =C3=83=C3=9C==C3=83=C3=9C==C3=83=C3=9C==C3=83=C3=9C==C3=83=C3=9C== > =C3=83=C3=9C==C3=83=C3=9C==C3=83=C3=9C==C3=83=C3=9C==C3=83=C3=9C== > =C3=83=C3=9C==C3=83=C3=9C==C3=83=C3=9C==C3=83=C3=9C==C3=83=C3=9C== > =C3=83=C3=9C==C3=83=C3=9C==C3=83=C3=9C==C3=83=C3=9C==C3=83=C3=9C== > =C3=83=C3=9C==C3=83=C3=9C==C3=83=C3=9C==C3=83=C3=9C==C3=83=C3=9C== > =C3=83=C3=9C==C3=83=C3=9C==C3=83=C3=9C==C3=83=C3=9C==C3=83=C3=9C== > =C3=83.+- > =B0=C3=AD=C2=AE&=C3=AE=C2=B6*'Y=C3=C3=92=C5-=C3=97=C2=B7 = > 8Z=C5=BEL=C2=A8=C2=B9=C3=BA+=C3=8A=B9=C2=AB=C2=81=C3=A9=C3=9E=C2=AE= > =B9=C2=AC=C2=B2=C3=AAi=C2=A2=C2=BBw > =C3=86=C2=AD=C2=B4:=C3=9A=93W=B9=C5-=C3=8B@vh=C2=A7=C3=9C6=C2= > =A1=C2=AD=C3=A7=C3=B7 > m=C2=A7=C3=C3=B0=C3=83 = > =C5=A1=C2=B6=C2=BA'=B0=C3=8B=1C=C2=A2o=C3=9C=C2=A2{k=B0=C2=BB= > =C2=AD=C5-=B0=C3=A1=C2=B6=C3=9A=7F=C3 > 0=84=A2=C2=ABk=C2=A2x=C5=93=C2=B1=C3=8A&=C3=BD=C3=8A'=C2=B6=C2=B8= > =BA=C2=BA=C3=98=C2=A8=C5=B8=C3=B6=C2=B7p=C3=B7p=C3=B7p=C3=B7p=C3=B7p=C3= > =B7p=C3=B7p=C3=B7p=C3=B7p=C3=B7p=C3=B7p=C3=B7p=C3=B7p=C3=B7p=C3=B7p=C3=B7= > p=C3=B7p=C3=B7p=C3=B7p=C3=B7p=C3=B7p=C3=B7p=C3=B7p=C3=B7p=C3=B7p=C3=B7p=C3= > =B7p=C3=B7p=C3=B7p=C3=B7p=C3o=C3=B7=C3=A8=C5=BE=C3=9F=C3=A9=C2=AD=C3=AF= > =C3=9B=C2=A1=C3=9C=C2-=C3=99=C2=A5 > > > ~,gM4Gqz.'8E]t.+-fZ+`axr^jzZ(j|n)b'!j'+ry'C > { > ,x(ZP!jrrj|-&j',r5hum > 'ojj+E]t.+-08IaT1 > jgrz{Zi^&lZ+ky+k&j',r+k&j',rhB{ky.+jY^.+-i0fr((nbxm-&j',rr&*''k{w/tml ________________________________________________________________________________
Subject: Final Installation of Vans Seatbelts mod
From: "AirMike" <Mikeabel(at)Pacbell.net>
Date: Jul 10, 2009
I installed my Vans purchased seat belts in my Q/B fuse today. I noticed that even with the bushings installed the fabric on the seat belt rubs on the metal bracket that holds the belts on the non-bulkhead side. I increased the separation by using an extra washer on the non-bulkhead side. If I were putting the kit together again, I would grind a bit off of the mounting flange to eliminate any chance of chafe. A better choice would be flanged bushings from Aircraft Spruce also called sleeve bearings from McMaster-Carr. I think the number is 7815K11 -------- OSH '09 or Bust (busted) be there someday Q/B Kit - FWF end game Read this topic online here: http://forums.matronics.com/viewtopic.php?p=252532#252532 ________________________________________________________________________________
Date: Jul 11, 2009
From: Matt Dralle <dralle(at)matronics.com>
Subject: Pirep - Fairings-Etc Gear Intersection Fairings...
Since I'm building a *metal* airplane and not a fiberglass airplane by personal choice, when it was time to start the gear intersection fairings I was shocked and amazed that I was expected to use modeling clay and a make my own mold-in-place gear intersection fairings. I could probably get one side to look okay, but I *knew* there'd be no way I could make the other side look just like the first side. Since I'm considered compulsive about my need for ying/yang and feng shui in my projects, I just knew this task was going to be a huge pain in the tail feathers. I turned to the Internet as I so often do when faced with overwhelming situations, and after a few pokes at the 'ol Google, I happened upon the Fairings-Etc web site ( http://www.fairings-etc.com/ ). Bob Snedaker of Fairings-Etc makes all sorts of fiberglass bits and pieces and after a some of surfing around his web site I found that he is now offering upper and lower main gear intersection fairings for the RV-8 with the Grove Airfoiled landing gear! The parts arrived yesterday and I pulled them out of the box and slipped them on the gear and was simply *amazed* at the beautiful fit! They will require a bit of finishing and final fitting, but nothing major. Their shape is very pleasing and really tie the Grove gear together with the fuselage and wheel pants. I've attached a few pictures of the fairings as the look right out of the box. The Upper set of fairings are $130 and the lower set are $140. In my opinion an excellent investment in my RV-8 project. Not only will they save me a ton of time, but they will look 100 times better than anything I could have ever come up with. Run - don't walk - over to Fairings-Etc and order yourself a set today! You won't be sorry! Matt Dralle RV-8 #82880 N998RV Wing-to-Fuselage Fairings... (Note that I have no affiliation with Fairings-Etc other than being a very satisfied customer.) ________________________________________________________________________________
Subject: Re: Pirep - Fairings-Etc Gear Intersection Fairings...
Date: Jul 11, 2009
From: pilotdds(at)aol.com
He made mine for the 10-great guy good craftsman excellent fit.Jim 728DD -----Original Message----- From: Matt Dralle <dralle(at)matronics.com> Sent: Sat, Jul 11, 2009 10:59 am Subject: RV10-List: Pirep - Fairings-Etc Gear Intersection Fairings... Since I'm building a *metal* airplane and not a fiberglass airplane by personal choice, when it was time to start the gear intersection fairings I was shocked and amazed that I was expected to use modeling clay and a make my own mold-in-place gear intersection fairings. I could probably get one side to look okay, but I *knew* there'd be no way I could make the other side look just like the first side. Since I'm considered compulsive about my need for ying/yang and feng shui in my projects, I just knew this task was going to be a huge pain in the tail feathers. I turned to the Internet as I so often do when faced with overwhelming situations, and after a few pokes at the 'ol Google, I happened upon the Fairings-Etc web site ( http://www.fairings-etc.com/ ). Bob Snedaker of Fairings-Etc makes all sorts of fiberglass bits and pieces and after a some of surfing around his web site I found that he is now offering upper and lower main gear intersection fairings for the RV-8 with the Grove Airfoiled landing gear! The parts arrived yesterday and I pulled them out of the box and slipped them on the gear and was simply *amazed* at the beautiful fit! They will require a bit of finishing and final fitting, but nothing major. Their shape is very pleasing and really tie the Grove gear together with the fuselage and wheel pants. I've attached a few pictures of the fairings as the look right out of the box. The Upper set of fairings are $130 and the lower set are $140. In my opinion an excellent investment in my RV-8 project. Not only will they save me a ton of time, but they will look 100 times better than anything I could have ever come up with. Run - don't walk - over to Fairings-Etc and order yourself a set today! You won't be sorry! Matt Dralle RV-8 #82880 N998RV Wing-to-Fuselage Fairings... (Note that I have no affiliation with Fairings-Etc other than being a very satisfied customer.) ________________________________________________________________________________
Subject: Re: 2009 OSH RV-10 HQ Camping Info
From: "bcondrey" <bob.condrey(at)baesystems.com>
Date: Jul 11, 2009
Last reminder - I must have payment in hand no later than this Friday if you're planning on camping in RV-10 HQ. Tim's site has the latest and greatest status at http://www.myrv10.com/osh/2009_Campsites.html. If you're looking to come for only part of the week there are at least a couple of people looking to work out some sort of split (names also listed on the site). Any questions, feel free to contact me directly. Bob N442PM (flying) Read this topic online here: http://forums.matronics.com/viewtopic.php?p=252623#252623 ________________________________________________________________________________
Date: Jul 12, 2009
Subject: Spinner Back Plate Spacer
From: William Curtis <wcurtis(at)nerv10.com>
I'm fitting the prop with an old Hartzell hub and I need to know the hight of the spacer specified on page 47-02 Figure 1 - Spinner Back Plate assembly. William 40237 - http://nerv10.com/wcurtis/ ________________________________________________________________________________
Subject: Re: Spinner Back Plate Spacer
From: "orchidman" <gary(at)wingscc.com>
Date: Jul 12, 2009
[quote="wcurtis(at)nerv10.com"]I'm fitting the prop with an old Hartzell hub and I need to know the hight of the spacer specified on page 47-02 Figure 1 - Spinner Back Plate assembly. William 40237 - http://nerv10.com/wcurtis/ (http://nerv10.com/wcurtis/) > [b] Not sure if I can help with the plane at the hanger but are you wanting to know the thickness of the S-602-1, its diameter, or the Doubler Ring S-602B or ??? Not sure what you mean by 'hight' -------- Gary Blankenbiller RV10 - # 40674 (N2GB Flying) Read this topic online here: http://forums.matronics.com/viewtopic.php?p=252663#252663 ________________________________________________________________________________
Date: Jul 12, 2009
From: Bill Mauledriver Watson <MauleDriver(at)nc.rr.com>
Subject: Re: Spinner Back Plate Spacer
William, unfortunately, I can't get a gauge on the spacer or the doubler. I assume you are looking for the thickness of the spacers in Figure 2 rather than the doubler in figure 1. William Curtis wrote: > I'm fitting the prop with an old Hartzell hub and I need to know the > hight of the spacer specified on page 47-02 Figure 1 - Spinner Back > Plate assembly. > > William > 40237 - http://nerv10.com/wcurtis/ > * > > > * ________________________________________________________________________________
Date: Jul 12, 2009
Subject: Re: Spinner Back Plate Spacer
From: William Curtis <wcurtis(at)nerv10.com>
Bill, Yup, you are right it is Figure 2. It looks like the part number is S-604 and the height is 1/4", Larry Rosen confirmed this for me. This spacer is between the prop hub and the spinner backing plate as depicted in chapter 47 Figure 2. Since I did not have a new prop that I'm using to fit the spinner and cowling, I did not have the appropriate spacers. I'm fabricating the spacers for fitting purposes. Thanks for the help. William 40237 - http://nerv10.com/wcurtis/ On Sun, Jul 12, 2009 at 2:12 PM, Bill Mauledriver Watson < MauleDriver(at)nc.rr.com> wrote: > MauleDriver(at)nc.rr.com> > > William, unfortunately, I can't get a gauge on the spacer or the doubler. > I assume you are looking for the thickness of the spacers in Figure 2 > rather than the doubler in figure 1. > > > William Curtis wrote: > >> I'm fitting the prop with an old Hartzell hub and I need to know the hight >> of the spacer specified on page 47-02 Figure 1 - Spinner Back Plate >> assembly. >> William >> 40237 - http://nerv10.com/wcurtis/ >> * >> >> >> * >> > > ________________________________________________________________________________
Subject: Re: Spinner Back Plate Spacer
From: "N777TY" <microsmurfer(at)yahoo.com>
Date: Jul 12, 2009
Van's sells these spacers.... of course, I found that out after I sourced them out from somewhere else.. You don't wanna know how much Hartzell wants for 'em... :) but they're $5 each at Vans.. -------- RV-7A N777TY Read this topic online here: http://forums.matronics.com/viewtopic.php?p=252680#252680 ________________________________________________________________________________
Subject: Flap Positioning System Instructions
From: "johngoodman" <johngoodman(at)earthlink.net>
Date: Jul 12, 2009
Anybody have a copy of the FPS installation instructions? Mine have sprung legs. John -------- #40572 QB Fuselage, wings finished. Finish Kit started. N711JG reserved Read this topic online here: http://forums.matronics.com/viewtopic.php?p=252691#252691 ________________________________________________________________________________
Subject: Re: Flap Positioning System Instructions
From: "Lenny Iszak" <lenard(at)rapiddecision.com>
Date: Jul 12, 2009
See these links: http://www.showplanes.com/flap_switch_instructions_pg1.pdf http://www.showplanes.com/flap_switch_instructions_pg2.pdf Lenny Read this topic online here: http://forums.matronics.com/viewtopic.php?p=252697#252697 ________________________________________________________________________________
Subject: Re: Flap Positioning System Instructions
From: "johngoodman" <johngoodman(at)earthlink.net>
Date: Jul 12, 2009
Thanks, Lenny. Just what I needed. John -------- #40572 QB Fuselage, wings finished. Finish Kit started. N711JG reserved Read this topic online here: http://forums.matronics.com/viewtopic.php?p=252718#252718 ________________________________________________________________________________
Date: Jul 12, 2009
From: Scott Schmidt <scottmschmidt(at)yahoo.com>
Subject: Rudder Stop
This is my "Save the Rudder" mission. http://www.vansairforce.com/community/showthread.php?p=341640&posted=1#post341640 Scott Schmidt ________________________________________________________________________________
From: Jesse Saint <jesse(at)saintaviation.com>
Subject: Re: Rudder Stop
Date: Jul 12, 2009
I agree completely. Does anybody have the sheer strength data to compare that of a #6 steel screw to that of a AD4 aluminum rivet? Jesse Saint Saint Aviation, Inc. jesse(at)saintaviation.com Cell: 352-427-0285 Fax: 815-377-3694 On Jul 12, 2009, at 8:18 PM, Scott Schmidt wrote: > This is my "Save the Rudder" mission. > > http://www.vansairforce.com/community/showthread.php?p=341640&posted=1#post341640 > > Scott Schmidt > > ________________________________________________________________________________
Date: Jul 12, 2009
Subject: Re: Rudder Stop
From: DejaVu <avu1(at)md.metrocast.net>
Yes all three AD4's on one of my stops sheered off during less gusty condition than 50kts. I use #6 screws in their places now. Anh N591VU - flying On Sun 07/12/09 10:37 PM , Jesse Saint jesse(at)saintaviation.com sent: I agree completely. Does anybody have the sheer strength data to compare that of a #6 steel screw to that of a AD4 aluminum rivet? Jesse Saint Saint Aviation, Inc. jesse(at)saintaviation.com [1] Cell: Links: ------ [1] mailto:jesse(at)saintaviation.com [2] http://www.vansairforce.com/community/showthread.php?p=341640&posted =1#post341640 [3] http://metromail.metrocast.net/HTTP://WWW.MATRONICS.COM/NAVIGATOR?RV10-LIST [4] http://metromail.metrocast.net/HTTP://FORUMS.MATRONICS.COM/ [5] http://metromail.metrocast.net/HTTP://WWW.MATRONICS.COM/CONTRIBUTION ________________________________________________________________________________
Subject: Re: Hanger for shoulder belts?
From: "AirMike" <Mikeabel(at)Pacbell.net>
Date: Jul 12, 2009
Dave McNeil made a very cool seat belt holder from one piece of aluminum. It is fairly heavy guage aluminum. The idea of the handles is that you pull it away from the cabin top (1/4") to to release the tension that holds the "keeper" edges on the cabin top. That releases the belt. You slide it out and use it. Reverse the process upon landing. Very simple and elegant - all in one piece. Works great - looks great. I would go for a more rounded knob or lower profile, but the setup works great. -------- OSH '09 or Bust (busted) be there someday Q/B Kit - FWF end game Read this topic online here: http://forums.matronics.com/viewtopic.php?p=252753#252753 Attachments: http://forums.matronics.com//files/p7102376_660.jpg ________________________________________________________________________________
Subject: FW: Home available in OSH
Date: Jul 13, 2009
From: "John Cox" <johnwcox(at)pacificnw.com>
_____________________________________________ I still have a room or two available for wayward pilots or builders in Old Oshkosh. Five bedrooms, 2.5 baths, sleeps eight, Central Air Conditioning, newly remodeled S.Steel kitchen appliances, HDTV and just 5 minutes from the field. $250 for an individual or $500 for a couple from Sunday, July 26th through Sunday, August 2. John Cox - Oregon and headed to OSH '09 503-453-6016 cellular ________________________________________________________________________________
Subject: Email for Mike Schulz?
Date: Jul 13, 2009
From: "Dawson-Townsend,Timothy" <tdawson-townsend(at)aurora.aero>
Mike, are you out there, or does someone have an email for Mike vis-=E0-vis countersink for shoulder belts? TDT Tim Dawson-Townsend 40025 tdt(at)aurora.aero 617-500-4812 (office) 617-905-4800 (mobile) ________________________________________________________________________________
From: "Sandra & Rick Lark" <jrlark(at)bmts.com>
Subject: static lines
Date: Jul 13, 2009
Hi all Just trying to assemble a parts list for Airventure and would like to use the Cleveland Tools static ports. It appears they are designed for 1/4" tygon tubing which I have lots of experience with. My concern is whether it is ridged enough and can support itself on it's way to the instrument panel from the tail ( ie will it sag and pinch itself off in between ribs etc?). Other possible solutions would be Safeairs fittings/tubing etc. Also ACS has their tubing etc. General consensus?? Any and all opinions welcome. Thx Rick 40956 ________________________________________________________________________________
Subject: static lines
Date: Jul 13, 2009
From: "Condrey, Bob (US SSA)" <bob.condrey(at)baesystems.com>
I used them and transitioned to 1/4" OD tubing just aft of the baggage bulkhead. Bob N442PM (flying) -----Original Message----- From: owner-rv10-list-server(at)matronics.com [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Sandra & Rick Lark Sent: Monday, July 13, 2009 11:17 AM Subject: RV10-List: static lines Hi all Just trying to assemble a parts list for Airventure and would like to use the Cleveland Tools static ports. It appears they are designed for 1/4" tygon tubing which I have lots of experience with. My concern is whether it is ridged enough and can support itself on it's way to the instrument panel from the tail ( ie will it sag and pinch itself off in between ribs etc?). Other possible solutions would be Safeairs fittings/tubing etc. Also ACS has their tubing etc. General consensus?? Any and all opinions welcome. Thx Rick 40956 ________________________________________________________________________________
Subject: Re: static lines
From: "AirMike" <Mikeabel(at)Pacbell.net>
Date: Jul 13, 2009
I have the Cleveland kit. It seems fairly rigid. Be sure to run an arc higher than the ports to drain water. I suspended it with tie wraps behind the cabin and then ran it in the regular holes protected with snap bushings. If you are really concerned buy some Click Bond fasteners to secure the tubing to the airframe between frames. You should look into the Click Bond fasteners anyway for wire runs. Way good stuff but pricey. http://www.theflightshop.com/ -------- OSH '09 or Bust (busted) be there someday Q/B Kit - FWF end game Read this topic online here: http://forums.matronics.com/viewtopic.php?p=252798#252798 ________________________________________________________________________________
From: "Rene Felker" <rene(at)felker.com>
Subject: static lines
Date: Jul 13, 2009
I used the safeair ports, tubing and fittings. Works great. Also, I think Stein is also selling the quick disconnect fittings. Rene' Felker RV-10 N423CF Flying 801-721-6080 -----Original Message----- From: owner-rv10-list-server(at)matronics.com [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Sandra & Rick Lark Sent: Monday, July 13, 2009 10:17 AM Subject: RV10-List: static lines Hi all Just trying to assemble a parts list for Airventure and would like to use the Cleveland Tools static ports. It appears they are designed for 1/4" tygon tubing which I have lots of experience with. My concern is whether it is ridged enough and can support itself on it's way to the instrument panel from the tail ( ie will it sag and pinch itself off in between ribs etc?). Other possible solutions would be Safeairs fittings/tubing etc. Also ACS has their tubing etc. General consensus?? Any and all opinions welcome. Thx Rick 40956 ________________________________________________________________________________
From: Jeff Carpenter <jeff(at)westcottpress.com>
Subject: Re: static lines
Date: Jul 13, 2009
I've got the Clevelnd ports interfaced to Stein's static tubing with 1/4" id clear tubing from the aviation department of my True Value hardware store. It wasn't too hard to mount and support it all in a way that will not pinch itself off... I don't have any pics, but could take some in the next day or two if that would be helpful. Jeff Carpenter 40304 On Jul 13, 2009, at 9:16 AM, Sandra & Rick Lark wrote: > > > Hi all > > Just trying to assemble a parts list for Airventure and would like > to use the Cleveland Tools static ports. It appears they are > designed for 1/4" tygon tubing which I have lots of experience with. > > My concern is whether it is ridged enough and can support itself on > it's way to the instrument panel from the tail ( ie will it sag and > pinch itself off in between ribs etc?). > > Other possible solutions would be Safeairs fittings/tubing etc. > Also ACS has their tubing etc. General consensus?? > > Any and all opinions welcome. Thx > > Rick > 40956 > > ________________________________________________________________________________
From: <karolamy(at)roadrunner.com>
Subject: Hanger for shoulder belts?
Date: Jul 13, 2009
Still looking for the response to where did you get the headliner? I believe the question goes to Don McDonald who posted the very nice picture of the hanger location that prompted the question. Others are anxiously waiting!!! Thanks, Rich ________________________________________________________________________________
Date: Jul 13, 2009
From: Bill Mauledriver Watson <MauleDriver(at)nc.rr.com>
Subject: Re: static lines
Like others, I used Tygon to attach to the ports then transitioned to the stiff stuff and the quick connect fittings right behind the baggage area. I had first plumbed it with Tygon all the way to the front but went back and changed it to the stiff stuff and the screw on fittings because the fittings are easier to handle than the barbed stuff. And the stiff tubing may be tougher than the Tygon. Remember that if you are installing a GRT or similar system with a remote AHRS, you may need to plumb a static drop or two for he the AHRS. My dual GRT AHRS is installed on the Vans supplied shelf next to the battery and pitch AP servo. Bill Watson 40605 Sandra & Rick Lark wrote: > > Hi all > > Just trying to assemble a parts list for Airventure and would like to > use the Cleveland Tools static ports. It appears they are designed > for 1/4" tygon tubing which I have lots of experience with. > > My concern is whether it is ridged enough and can support itself on > it's way to the instrument panel from the tail ( ie will it sag and > pinch itself off in between ribs etc?). > > Other possible solutions would be Safeairs fittings/tubing etc. Also > ACS has their tubing etc. General consensus?? > > Any and all opinions welcome. Thx > > Rick > 40956 > > ________________________________________________________________________________
Subject: Re: static lines
From: "Lew Gallagher" <lewgall(at)charter.net>
Date: Jul 13, 2009
Hey Jeff, Pictures would be great. Thanks in advance. Later, - Lew -------- non-pilot crazy about building NOW OFICIALLY BUILDER #40549 Painting done! On with wiring and avionics. Read this topic online here: http://forums.matronics.com/viewtopic.php?p=252811#252811 ________________________________________________________________________________
From: "Lew Gallagher" <lewgall(at)charter.net>
Subject: Re: Email for Mike Schulz?
Date: Jul 13, 2009
Hey Tim, I had sent the countersink on another loop and along the way I think it got replaced with a sharper one. Bob was the last on my list before it was to come back to me, but apparently he's added Mike since I didn't have that name. And now there's Eric and yourself. It shouldn't be too hard to coordinate, but I would like to be back on the end of the list. By the way, if you plan to glass over the heads of the screws on the canopy top, you need to countersink a little deeper than flush. Later, - Lew ----- Original Message ----- From: Dawson-Townsend,Timothy To: rv10-list(at)matronics.com Sent: Monday, July 13, 2009 10:46 AM Subject: RV10-List: Email for Mike Schulz? Mike, are you out there, or does someone have an email for Mike vis-=E0-vis countersink for shoulder belts? TDT Tim Dawson-Townsend 40025 tdt(at)aurora.aero 617-500-4812 (office) 617-905-4800 (mobile) ________________________________________________________________________________
Subject: FW: Home available in OSH
Date: Jul 13, 2009
From: "Robin Marks" <robin1(at)mrmoisture.com>
John, How are you getting to OSH? Robin From: owner-rv10-list-server(at)matronics.com [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of John Cox Sent: Monday, July 13, 2009 6:40 AM Subject: RV10-List: FW: Home available in OSH _____________________________________________ I still have a room or two available for wayward pilots or builders in Old Oshkosh. Five bedrooms, 2.5 baths, sleeps eight, Central Air Conditioning, newly remodeled S.Steel kitchen appliances, HDTV and just 5 minutes from the field. $250 for an individual or $500 for a couple from Sunday, July 26th through Sunday, August 2. John Cox - Oregon and headed to OSH '09 503-453-6016 cellular Checked by AVG - www.avg.com 07/12/09 17:56:00 ________________________________________________________________________________
Subject: Selling RV10 Baggage door & compass
From: "AirMike" <Mikeabel(at)Pacbell.net>
Date: Jul 13, 2009
Now at the end of the build process, I need to get rid of some stuff.. I have an baggage door (inside/outside and frames). I managed to salvage the original that I had originally screwed up. Also I have compass that I believe came from a C182. It is short a bit of fluid, but seems to be in fine condition. In the spirit of this web site, I will sell these things to the first member to make a reasonable offer and postage. -------- OSH '09 or Bust (busted) be there someday Q/B Kit - end game Read this topic online here: http://forums.matronics.com/viewtopic.php?p=252819#252819 ________________________________________________________________________________
Subject: oil cooling
Date: Jul 13, 2009
From: pilotdds(at)aol.com
How are you doing with your oil temps-How is your plenum working out-was it scratch built?thanks for your input--jim -----Original Message----- From: partner14 <building_partner(at)yahoo.com> Sent: Mon, Jul 6, 2009 10:51 pm Subject: RV10-List: LSE cooling For those of you with the Lightspeed ignition, how are you cooling the main box? Spruce carries several cooling fans, most with multiple ports. Is this the only answer? -------- Don A. McDonald 40636 Read this topic online here: http://forums.matronics.com/viewtopic.php?p=251881#251881 ________________________________________________________________________________
Subject: Re: oil cooling
Date: Jul 13, 2009
From: pilotdds(at)aol.com
sorry wrong address -----Original Message----- From: pilotdds(at)aol.com Sent: Mon, Jul 13, 2009 3:41 pm Subject: RV10-List: oil cooling How are you doing with your oil temps-How is your plenum working out-was it scratch built?thanks for your input--jim -----Original Message----- From: partner14 <building_partner(at)yahoo.com> Sent: Mon, Jul 6, 2009 10:51 pm Subject: RV10-List: LSE cooling For those of you with the Lightspeed ignition, how are you cooling the main box? Spruce carries several cooling fans, most with multiple ports. Is this the only answer? -------- Don A. McDonald 40636 Read this topic online here: http://forums.matronics.com/viewtopic.php?p=251881#251881 ________________________________________________________________________________
Subject: FW: Home available in OSH
Date: Jul 13, 2009
From: "John Cox" <johnwcox(at)pacificnw.com>
Flying company from PDX-SEA-ORD. I will get a rental car out of Chicago for the 3 hour drive north. I have an EAA Tech inspection in Manitowok on Saturday PM. Where will you be coming in? Need a lift? John From: owner-rv10-list-server(at)matronics.com [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Robin Marks Sent: Monday, July 13, 2009 11:23 AM Subject: RE: RV10-List: FW: Home available in OSH John, How are you getting to OSH? Robin From: owner-rv10-list-server(at)matronics.com [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of John Cox Sent: Monday, July 13, 2009 6:40 AM Subject: RV10-List: FW: Home available in OSH _____________________________________________ I still have a room or two available for wayward pilots or builders in Old Oshkosh. Five bedrooms, 2.5 baths, sleeps eight, Central Air Conditioning, newly remodeled S.Steel kitchen appliances, HDTV and just 5 minutes from the field. $250 for an individual or $500 for a couple from Sunday, July 26th through Sunday, August 2. John Cox - Oregon and headed to OSH '09 503-453-6016 cellular http://www.matronics.com/Navigator?RV10-List http://forums.matronics.com http://www.matronics.com/contribution Checked by AVG - www.avg.com 07/12/09 17:56:00 ________________________________________________________________________________
Date: Jul 13, 2009
From: Don McDonald <building_partner(at)yahoo.com>
Subject: Re: Hanger for shoulder belts?
Yep, I made the hangers for both the shoulder harness and the headsets, but no headliner in my plane... at least not yet. Don McDonald N414DM - Flying - 55 hours --- On Mon, 7/13/09, karolamy(at)roadrunner.com wrot e: From: karolamy(at)roadrunner.com <karolamy(at)roadrunner.com> Subject: RV10-List: Hanger for shoulder belts? Date: Monday, July 13, 2009, 10:14 AM Still looking for the response to where did you get the headliner?- I bel ieve the question goes to Don McDonald who- posted the very nice picture of the hanger location that prompted the question.- Others are anxiously waiting!!! Thanks, Rich le, List Admin. =0A=0A=0A ________________________________________________________________________________
Subject: FW: Home available in OSH
Date: Jul 14, 2009
From: "Robin Marks" <robin1(at)mrmoisture.com>
Still up in the air. I want to go...sort of... been traveling a lot in general and even more recently. I want to book your $250 spot because it's such a good deal but I have a pretty good idea I will not be attending OSH this year. The good news is that if I don't come this year I will definitely go in 2010. BTW the -10 is a really nice plane to fly! Robin From: owner-rv10-list-server(at)matronics.com [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of John Cox Sent: Monday, July 13, 2009 8:08 PM Subject: RE: RV10-List: FW: Home available in OSH Flying company from PDX-SEA-ORD. I will get a rental car out of Chicago for the 3 hour drive north. I have an EAA Tech inspection in Manitowok on Saturday PM. Where will you be coming in? Need a lift? John From: owner-rv10-list-server(at)matronics.com [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Robin Marks Sent: Monday, July 13, 2009 11:23 AM Subject: RE: RV10-List: FW: Home available in OSH John, How are you getting to OSH? Robin From: owner-rv10-list-server(at)matronics.com [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of John Cox Sent: Monday, July 13, 2009 6:40 AM Subject: RV10-List: FW: Home available in OSH _____________________________________________ I still have a room or two available for wayward pilots or builders in Old Oshkosh. Five bedrooms, 2.5 baths, sleeps eight, Central Air Conditioning, newly remodeled S.Steel kitchen appliances, HDTV and just 5 minutes from the field. $250 for an individual or $500 for a couple from Sunday, July 26th through Sunday, August 2. John Cox - Oregon and headed to OSH '09 503-453-6016 cellular http://www.matronics.com/Navigator?RV10-List http://forums.matronics.com http://www.matronics.com/contribution Checked by AVG - www.avg.com 07/12/09 17:56:00 http://www.matronics.com/Navigator?RV10-List http://forums.matronics.com http://www.matronics.com/contribution ________________________________________________________________________________
Subject: Re: LSE cooling
From: "orchidman" <gary(at)wingscc.com>
Date: Jul 14, 2009
I used a 3/4" long piece of 3/8" I.D. plastic tubing on the LS and then the tubing from Stein slipped right over the plastic tubing. Slit both of them and then zip tie them. Made a very simple, tight, firm connection. -------- Gary Blankenbiller RV10 - # 40674 (N2GB Flying) Read this topic online here: http://forums.matronics.com/viewtopic.php?p=252923#252923 ________________________________________________________________________________
Subject: RV 10 tail kit for sale
From: "Rlepre" <RLaviation(at)aol.com>
Date: Jul 14, 2009
I have an assembled RV10 tail kit for sale. I can deliver. Contact me at RLaviation(at)aol.com Read this topic online here: http://forums.matronics.com/viewtopic.php?p=252949#252949 ________________________________________________________________________________
Subject: Re: static lines
From: "jayb" <jaybrinkmeyer(at)yahoo.com>
Date: Jul 14, 2009
At one point someone gave me some leftover pitot stuff (not sure where it came from). It had crappy connectors - nothing metal and sorry cheap plastic. Anything that looked cheesy went straight into the trash as this system needs to be reliable (my wife always asks!). I ordered the safeair1 kit from www.safeair1.com/index.htm. Nice stuff... but I have dual GRT AHRS and needed additional fittings than were supplied. Most of what was needed, I found (and ordered) from McMaster-Carr. Also ended up ordering a couple of multi-manifold fittings from Stein although McMaster has some too. It's best to inventory everything and then figure out what's missing before going crazy ordering stuff. The attached diagram helped. Regards, Jay 5181K234 (Same as 5181K23) - Crack-Resistant Polyethylene Tubing .170" ID, 1/4" OD, .04" Wall Thickness, Green http://www.mcmaster.com/#catalog/115/110/=2qpy9h http://www.mcmaster.com/#catalog/115/170/=2qpruv 5111K385 Polybutylene & Brass Push-to-Connect Fitting 90 Deg Elbow for 1/4" Tube OD X 1/8" NPT Female 5111K221 - Polybutylene & Brass Push-to-Connect Fitting Swvl 90 Deg Elbow for 1/4" Tube OD X 1/8" NPT Male 5111K81 - Polybutylene & Brass Push-to-Connect Fitting Adapter for 1/4" Tube OD X 1/8" NPT Male Pipe 5111K271 - Polybutylene & Brass Push-to-Connect Fitting Swivel Branch Tee for 1/4" Tube OD X 1/8" NPT Male Multi-Manifold fittings: http://www.mcmaster.com/#catalog/115/171/=2qput3 Clippard TV-2SP - Panel mount static Pitot test switch... 2-way toggle valve w/ 1/8 npt http://www.clippard.com/store/display_details.asp?sku=TV-2SP Read this topic online here: http://forums.matronics.com/viewtopic.php?p=252955#252955 Attachments: http://forums.matronics.com//files/pitotplumbing_912.pdf ________________________________________________________________________________
From: "Albert Gardner" <ibspud(at)roadrunner.com>
Subject: High Oil temps
Date: Jul 14, 2009
I think I have my high oil temps problem under control finally. I previously had added a high capacity oil cooler on the right side but still was seeing temps climbing too high now that summer is upon us. I added 2 non-retractable cowl flaps on the bottom. The rectangular opening in the cowl is 4 x 9 inches. The opening at the rear is 2 x 4 inches. They are non-retractable because the mufflers would interfere. This seems to be a final fix. I'll try it tomorrow with daytime temps at 111. Good thing KNYL is at 216'. Albert Gardner Yuma, AZ N991RV ________________________________________________________________________________
Subject: bottom skin lap joint
From: "Strasnuts" <sean(at)braunandco.com>
Date: Jul 14, 2009
Did anyone else sand down the bottom skin lap joints similar to the wing skins? -------- Cust. #40936 A&P, ATP typed CE-525(s), CE-500 RV-10 SB Fuselage N801VR reserved Read this topic online here: http://forums.matronics.com/viewtopic.php?p=253026#253026 ________________________________________________________________________________
From: Michael Kraus <n223rv(at)wolflakeairport.net>
Subject: Re: High Oil temps
Date: Jul 14, 2009
We did the same thing, but used 2 more of the Vans vents. Same location as you did and got similar results. Sent from my iPhone On Jul 14, 2009, at 11:35 AM, "Albert Gardner" wrote: > I think I have my high oil temps problem under control finally. I > previously > had added a high capacity oil cooler on the right side but still was > seeing > temps climbing too high now that summer is upon us. I added 2 > non-retractable cowl flaps on the bottom. The rectangular opening in > the > cowl is 4 x 9 inches. The opening at the rear is 2 x 4 inches. They > are > non-retractable because the mufflers would interfere. This seems to > be a > final fix. I'll try it tomorrow with daytime temps at 111. Good > thing KNYL > is at 216'. > Albert Gardner > Yuma, AZ > N991RV > > > ________________________________________________________________________________
Date: Jul 14, 2009
Subject: Re: High Oil temps
From: James McGrew <jsmcgrew(at)alum.mit.edu>
I did some flying this weekend. I flew from Fort Worth (very hot) to Meadow Lake (near Colorado Springs, very high) and back. I have a IO-540D4A5 with the standard Van's installation (plus some added louvers just forward of the stock louvers). I have had high temperature problems with the cylinder heads and the oil in the past while flying this same route. As a technique on this trip I climbed at 2500 RPM with full rich mixture. My average rate of climb to 10500'/11500' was about 1000 fpm. The average fuel burn rate was 20 gph. I climbed at around 105 KIAS. That is a high fuel flow, however, I only burned about 3 gallons getting to altitude. The good news is, my CHTs stayed below 400 and the oil stayed around 200 for the climb. This will be my climb technique until I have a chance to look at additional cowl modifications. -Jim N312JE On Tue, Jul 14, 2009 at 5:56 PM, Michael Kraus wrote: > > > > We did the same thing, but used 2 more of the Vans vents. Same location as > you did and got similar results. > > Sent from my iPhone > > > On Jul 14, 2009, at 11:35 AM, "Albert Gardner" > wrote: > > I think I have my high oil temps problem under control finally. I >> previously >> had added a high capacity oil cooler on the right side but still was >> seeing >> temps climbing too high now that summer is upon us. I added 2 >> non-retractable cowl flaps on the bottom. The rectangular opening in the >> cowl is 4 x 9 inches. The opening at the rear is 2 x 4 inches. They are >> non-retractable because the mufflers would interfere. This seems to be a >> final fix. I'll try it tomorrow with daytime temps at 111. Good thing KNYL >> is at 216'. >> Albert Gardner >> Yuma, AZ >> N991RV >> >> >> >> > > ________________________________________________________________________________
Date: Jul 14, 2009
From: "Fred Williams, M.D." <drfred(at)suddenlinkmail.com>
Subject: Re: bottom skin lap joint
I did not . Figured only a few very anal RV 10 builders would ever notice. Is that joint completed on the "quick build option" ?


July 03, 2009 - July 14, 2009

RV10-Archive.digest.vol-et